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This is one of the perks of being employed in the automotive magazine industry. When you have the keys to a 2016 Chevrolet Corvette Z06 for one week in Southern California, there are few activities (other than absolutely abusing it at the track) better than taking a long weekend to gingerly drive it up California’s Highway 101, or the Pacific Coast Highway, in fall weather. It’s not one of those questions you have to ask more than once.

A key fob with a proper logo.

The checkered flag of the drive was the infamous Mazda Laguna Seca Raceway near Monterey, though we were given explicit instructions not to track the car. No problem, that’s what the roads up there are for.

We aren’t going to spend a lot of time explaining the Z06 because you’d have to be living under a rock for the past two years to not know that the 2016 model is rated at 650 horsepower and 650 lb-ft of torque, making it the most powerful production car ever offered from the entire General Motors brand. We will tell you that we had a stripper Torch Red 1LT, seven-speed manual that was also sans the Z07 package. The Z07 package would have been a nice experience, but we aren’t going to kick her out of bed for not being properly dressed.

It’s already been proven that the eight-speed automatic delivers better fuel economy, and is generally faster in every means of straight line performance driving. Though there is no replacing that special feeling downshifting the seven-speed manual as it precisely rev-matches every single gear, making you look like a race carsuperstar while passing hordes of SoCal Prius drivers. Why the hell would you just push the clutch in and coast up to a stop light when you can be blessed with such acoustic bliss with a simple downshift?

Day One

(Left) On the way to Malibu we stopped off at one of the best restaurants in the world for lunch -- The Stinking Rose. If you're ever in Hollywood, and have an obsession for garlic-infused everything, it's a spot not to miss. (Right) With the carbon roof panel installed in the trunk, you have to make sure there's still room for your luggage. There is, but not much.

With ours, and the Z06’s, bellies packed full, we headed to Santa Monica for a drive up the Pacific Coast Highway. Our first stop was 41 miles north at Point Mugu State Park on the edge of Ventura County, near Oxnard.

Another 62 miles later, northbound on Highway 101, we arrived in Santa Barbara.

Exploring the side streets we found a nice, little spot for some photos.

When you realize the sun is going down and you want to get a shot of the car with the sunset in the background, there’s magically no good spots to find so we had to make due with this one.

As the sun pushed further down into the ocean, we pushed deeper into Santa Barbara to find some cool spots before the sunlight was completely gone. We came across a crazy, single lane road that led back to some very expensive houses. They were probably wondering what the hell we were doing.

Day Two

We spent the night in Santa Maria and then headed to Pismo Beach in the morning.

Needless to say, you get a lot of stares when you drive a Corvette on the beach. It was a magnet for attention that was making all the surrounding Brodozers upset. Also, the microfibers and quick detail spray got a workout before these shots were made possible.

The drive to Big Sur from Pismo Beach was the longest part of the Pacific Coast Highway drive. Three hours, and about 130 miles later, we were in the Los Padres National Forest.

The Big Sur area is beautiful with its giant redwood trees.

Back on the road, and an hour later, we were in Monterey. Don’t worry, the Z06 was in the safe hands of the InterContinental Hotel valet staff … or so we hoped. After sightseeing in Monterey and dinner, we called it a night.

Day 3

After a short drive on a cloudy morning, we were at Laguna Seca.

You could almost imagine the tears dripping from the headlights of the Z06 as it watched cars zoom up turn six, and to the famous Laguna Seca corkscrew.

After watching some racing, it was time to head over to Interstate 5 to begin the trek home.

After driving 5.5 hours and 388 miles, we arrived back home. As we mentioned before, the seven-speed manual gas mileage isn’t as good as the eight-speed manual, though we still averaged over 20 mpg (23-24 strictly highway), which is still damn impressive.

Conclusion

A drive up the coast of California in one of America’s baddest supercars is one of those life events that you will pass on to your children. There wasn’t a moment that you couldn’t find a smile on our faces, well, maybe except when we got stuck behind slow cars in the coastal mountain twisties. We are in the peak of the modern musclecar era, and we all hope it will get better from here, though I do feel like one of these days I will be saying, “Back in good ol’ 2015 there were these amazing vehicles called musclecars …”

Long live the evolution of the musclecar.

]]>http://www.lsxmag.com/features/car-features/coastal-pictorial-driving-a-16-vette-z06-up-the-california-coast/feed/0http://www.lsxmag.com/image/2016/02/2016-02-05_03-12-07-400x267.jpghttp://www.lsxmag.com/image/2016/02/2016-02-05_01-28-28-300x200.jpgPreview: LS3 vs Coyote Budget Engine Shootout–Update To The Update!http://www.lsxmag.com/tech-stories/engine/preview-ls3-vs-coyote-budget-engine-shootout/?utm_source=rss&utm_medium=rss&utm_campaign=preview-ls3-vs-coyote-budget-engine-shootout
http://www.lsxmag.com/tech-stories/engine/preview-ls3-vs-coyote-budget-engine-shootout/#commentsMon, 10 Aug 2015 08:00:30 +0000Mark Gearharthttp://www.lsxtv.com/tech-stories/engine/preview-ls3-vs-coyote-budget-engine-shootout/
Ford’s Coyote 5.0-liter engine and Chevrolet’s LS3 6.2-liter powerplant are two of the key components of the reemerging musclecar era; found in the 2011+ Mustangs and 2010-15 Camaro respectively, these engines are only separated by a few horsepower in factory form. So we began to think if we built budget versions of both, which one would come out on top? EngineLabs will be conducting the battle between StangTV’s Coyote build and LSXTV’s LS3. Which one will come out on top? Best part for you readers, we plan to give away prizes for those who guess closest to the actual horsepower and torque numbers for each of these engines!

The Rules

With a build like this we needed to come up with some qualifying factors. Bowtie fans might say, “Well I could buy an LQ4 for seven dollars and kill that Coyote”. This is very much a Mustang versus Camaro budget engine build off, but with the engines out of the car. Also, the builds needed to be street car friendly; a high compression build with radical cam profiles is not as common as a crate engine. We wanted to showcase parts that someone could easily replicate and swap into their vehicle build. These engines–both in all-aluminum form–were built on the same day at local engine builder L&R Engines. From there the engines will move to Westech Performance’s engine dynos for our power testing.

Both engines were built side by side at L&R Engines and took almost the same time to complete.

The Major Specifications

The price must include intake manifold to oil pan but without accessories, electronics, machining, or assembly costs – just the raw street value of the parts. The engines will be robust enough to support 1,000+ horsepower with a power adder, though we are going to run both of them naturally aspirated.

$9,999 or less

Naturally aspirated

Stock displacement

Near 11:1 compression

Run a production style intake manifold

Street car friendly – no wild cams

Hydraulic roller camshafts

Factory PCMs

91 octane and VP unleaded race gas

Some of the Engine dyno testing will include

Average power across the power curve

Power per cubic inch

Gains over stock

Final Testing Parameters – Updated 7/29/15

After our internal discussions, discussion with our engine builder, and listening to the input of you, our readers, we’ve determined a set of final testing parameters that will satisfy everyone (we hope). As previously mentioned in the content below this segment, we’ll be monitoring average power across the entire curve, power per cubic inch, and gains over stock reading, which we’re marking as 420 hp for the Coyote and 430 hp for the LS3.

Given those initial testing criteria, we’ve also decided to record a number of other things based on input from you, our readers, and our own ideas.

Complete List Of Testing Parameters

Total cost for each build, broken down

Peak Power And Torque

Power per cubic inch

Gains over stock

External dimensions (length, width, height, and weight) for both engines

Horsepower per dollar spent

Horsepower per pound

Average power across the power curve, defined by:
– Testing from 1,500 rpm to 2-300 rpm past peak power
– 4,000 rpm sweep across powerband to Max HP

Simply put, a brand new, performance-based Coyote engine can’t be built for under $10,000. There’s much more to a Coyote other than the block and two heads–the Twin Independent Variable Camshaft Timing chain drive components really start adding to the price tag. A Ford Racing stock Coyote or Aluminator crate engine is a better starting point, but that would make our selection of modifications rather limited.

Views of the Coyote engine and its supporting gear.

As a result, we started with an F150 take out long block. You might be saying, “I thought this was a Mustang versus Camaro battle?” The F150 Coyote is considerably cheaper (we purchased ours for $3,000) than a Mustang’s 5.0 engine. When building the engine it’s very easy to “convert” it to Mustang 5.0 specifications. The main differences between the two platforms are the pistons, rods, camshaft profiles, and valve springs.

The LS3 is definitely an easier engine to build new. They’re a simple in-block cam configuration and virtually everyone in the aftermarket makes something for LS engines. Chevy Performance and Pace Performance helped out big time by supplying all of the factory-based components.

Our winner will be determined by the engine that “wins” the most objective categories. Measurement of external dimensions will not factor into our decision.

The LS3 and various components.

The Final Update Before The Testing–8/10/15

This short update includes the basic rundown on the required parts for the build. There are a number of items we chose to help provide extra longevity to the engine, especially in the Coyote’s case. The factory oil pump gears are well known for their propensity to fail at the worst time, as are the factory timing chain tensioners. Upgrades are simple and effective. This complexity does not exist in the LS3 engine; sourcing parts and assembly was a bit simpler.

The Coyote

In this build, we used a set of 3.640-inch-diameter forged pistons (92.45mm) and stock length, 5.933-inch connecting rods from Manley Performance. This is a slight overbore from the factory 3.629-inch bore (92.2mm) and will add a neglible 1.84 cubic inches of displacement. However, the oversize allows someone building a used Coyote like this one to hone the cylinders to the proper finish prior to piston installation. With the block decked, our compression ratio ended up just a touch higher than stock at 11.2:1. Matched with the factory forged 3.649-inch-stroke (92.7mm) crankshaft–the same found in the Mustang–this became the recipe for our main short block components. For both engines we are using ARP’s main studs and side bolts, along with Clevite coated bearings.

(Left) You can't just order a single camshaft for the Coyote; a quad arrangement of lumpy steel is required. (Right) Some of the assembly process on the 5.0-liter bullet.

For safety and reliability we installed a set of Ford Racing BOSS 302 timing tensioners along with Triangle Speed’s billet oil pump gears. Since the factory Coyote heads work very well, there wasn’t a lot we needed to do there other than install a valvetrain upgrade kit from COMP Cams that comes with new valve springs, tool steel retainers, seats, and seals – sealed up with Ford Racing’s BOSS 302 head gaskets. Also from COMP Cams are their Stage 3 NSR Coyote camshafts. Although the NSR (No Springs Required) camshafts do not require upgraded springs for installation, these were replaced as their history was unknown.

Rounding out the induction, Ford Racing supplied a BOSS 302 intake manifold, while fuel rails from Aeromotive and injectors from Deatschwerks are also onboard. The bottom of the engine is fitted with a Moroso oil pan designed for Fox body and SN95 applications. Spark is provided by MSD’s ignition coils.

The LS3

With the help of Chevy Performance and Pace Performance, a production LS3 block became the foundation for our build; we then selected a factory forged LSA crankshaft, which is stronger than the LS3 crank yet remains the same price to the end user. Lunati‘s Voodoo forged H-beam rods that are mated to Mahle pistons that use low-drag 1.0mm/1.0mm/3.0mm ring packs. The pistons were cut down slightly to reduce the compression ratio; once we were done with that modification on the slugs, we ended up with an 11.4:1 compression ratio to put the compression of the LS3 engine .2 points higher than the Coyote. Like the Coyote’s displacement increase, this compression bump will have a minor effect on overall power.

(Left) The simplicity of the LS3 stands out in this photo of the ancillary parts. (Right) The bottom end getting buttoned up.

The cylinder heads of choice are Chevy Performance’s factory CNC-ported LS9 variants. We chose the ported LS9s over the LS3 heads due to their stronger casting, thicker decks, and intake hump that helps with airflow; the best part of the performance-to-dollar equation is that they cost only $300 more per pair than the LS3 heads. COMP Cams again provided the majority of the valvetrain for the LS engine, including their camshaft with matched spring package, factory-style lifters, push rods, and roller trunnion upgrade for the factory rockers. Induction includes a factory LS3 intake manifold filled with FAST’s 65-lb fuel injectors and rails. Spark is handled by FAST coils and MSD plug wires. The engine is tied together with ARP fasteners, Victor Reinz gaskets, and Clevite coated bearings.

Stay tuned as we have the full engine build stories with tons of details coming up next month!

]]>http://www.lsxmag.com/tech-stories/engine/preview-ls3-vs-coyote-budget-engine-shootout/feed/0http://www.lsxmag.com/image/2015/07/2015-07-13_18-39-38-400x267.jpghttp://www.lsxmag.com/image/2015/07/2015-07-13_18-39-38-300x200.jpgPRI 2014: Vortech Upgraded Billet Impellers Make More Powerhttp://www.lsxmag.com/features/pri-coverage/pri-2014-vortech-upgraded-billet-impellers-make-more-power/?utm_source=rss&utm_medium=rss&utm_campaign=pri-2014-vortech-upgraded-billet-impellers-make-more-power
http://www.lsxmag.com/features/pri-coverage/pri-2014-vortech-upgraded-billet-impellers-make-more-power/#commentsFri, 19 Dec 2014 20:15:26 +0000Mark Gearharthttp://www.lsxtv.com/features/pri-coverage/pri-2014-vortech-upgraded-billet-impellers-make-more-power/For the 2014 race season, Vortech Superchargers came out with new redesigned billet impeller wheels for their venerable YSi and Xi superchargers. The longtime boost proponents have been working hard to improve the performance of their products on the racetrack and on the street.

“For Renegade and Ultra Street Racers is our new Billet YSi which makes three to four pounds of boost over the cast version,” says Vortech’s Lance Keck. “We also came out with a Billet version of our XI, which came out before the YSi system and performs better than we even had hoped!”

The company is working towards entry into new markets, spearheaded by a brand-new compressor that puts the big dogs of door car racing squarely in their sights.

Keck explains, “We have always wanted to be the premiere supercharger company, and the premiere class is ProMod – which is where our new top secret big guy is made for. More information on that supercharger is coming soon.”

In addition, as Vortech has positioned themselves as an air management company, not focused solely on supercharger units, they’ve also developed an intercooler design to bolt right into the brand new EcoBoost Mustang platform. The Mustang has been very good to Vortech over the years, so it makes sense for the company to continue to attack that market with full force.

“Our EcoBoost Mustang intercooler was made for the guy that is going to modify his car and take it from start to end. The core itself will certainly support 800 hp so it gives them lot of room to move with very low pressure drop. Since the EcoBoost suffers performance loss from heat very easily, with our piece there will be a minor performance increase from the cooler, but it does afford you the growth in performance over the life of the ownership of the car by keeping temperatures much lower,” Keck says.

]]>http://www.lsxmag.com/features/pri-coverage/pri-2014-vortech-upgraded-billet-impellers-make-more-power/feed/0http://www.lsxmag.com/image/2014/12/pri-2014-vortech-gets-charged-400x266.jpghttp://www.lsxmag.com/image/2014/12/pri-2014-vortech-upgraded-billet-impellers-make-power-300x200.jpgPRI 2014: World’s Motown LS Hybrid Block, New SBF Casting Upgradeshttp://www.lsxmag.com/features/pri-coverage/pri-2014-pbms-motown-ls-hybrid-block-new-sbf-casting-upgrades/?utm_source=rss&utm_medium=rss&utm_campaign=pri-2014-pbms-motown-ls-hybrid-block-new-sbf-casting-upgrades
http://www.lsxmag.com/features/pri-coverage/pri-2014-pbms-motown-ls-hybrid-block-new-sbf-casting-upgrades/#commentsThu, 18 Dec 2014 16:12:08 +0000Mark Gearharthttp://www.lsxtv.com/features/pri-coverage/pri-2014-pbms-motown-ls-hybrid-block-new-sbf-casting-upgrades/
It’s no secret that any engine platform has their short comings. But what if you could take the best of two blocks and merge them together? Well, that’s exactly what World Products did with the Motown II LS block. The block itself looks mostly like a traditional small-block Chevy until you look at the deck. There, World molded the block to accept Chevy’s better breathing LS cylinder heads, all without having to worry about the windage issues associated with the LS’s short skirt.

We have seen about a 30 horsepower gain just from windage. – Jack McInnis

“The deck height has been raised to 9.240-inch to accept the LS style intakes and cylinder heads,” said Jack McInnis. “The camshaft has been raised .134-inch so it can also use an LS style 55mm cam core while being able to accept a 4.000-inch stroke, though custom lobes are required for this application.”

They offer valley plates that allow builders to use either a distributor or coil-on-plug ignition system, though a cut down version of a distributor is needed to power the oil pump – like a conventional small-block Chevy. The reverse flow cooling system is also utilized on this block and uses an external thermostat housing that can be mounted remotely.

Updated Ford Small-Block

Another announcement from the World camp are several updates to their small-block Ford iron blocks. “We will start first with the 9.500-inch deck blocks and then update the 8.200-inch deck blocks early next year,” said McInnis. The main differences found in the Ford block is further strengthening in the webs to keep the crank in place along with a higher tensile strength casting.

It easier than ever to make a lot of power. Twenty years ago a 400 horsepower street car was a big deal, now it’s less than what the OEMs are producing! This still holds true for classic muscle car owners as engine technology continues to advance. To make more power, you need more fuel and Fuelab has recently introduced a full line of in-tank pump kits.

At the heart of the Prodigy in-tank power module are two different DC brushless pumps designed to support either 1,000 or 1,800 horsepower. Being a brushless motor, controlling pump speed to minimize vapor lock is a ground switched wire lead away. Also, both pumps are able to be used with gasoline, methanol, ethanol, or diesel. Aftermarket standalones that feature a 1000Hz variable dwell time signal can hook up to the Prodigy pumps using that option.

Once a pump has been selected, there are two different installation kits to pick from. First, is a universal, Fabricator Series kit that uses a unique, sealed flange system to allow for multiple mounting options into steel or aluminum tanks and even fuel cells. Included in the kit is a 75 micron adjustable pickup with integrated stainless steel filter sock. Fuelab’s second installation kit is a direct bolt in pump solution designed specifically for 2005-09 Mustangs, with more direct fit kits coming soon.

The final package option is a wiring and plumbing kit. Other add-ons include a fuel pressure regulator and inline fuel filters.

Regardless if you are building a new engine on a budget or looking for parts that will handle well over 1,500 hp, Lunati has you covered with their wide range of rotating assembly packages.

Starting with their sportsman Voodoo line, Lunati’s rotating assemblies are based off a 4340 non-twist crankshaft that is nitride heat treated and also features mircopolished journals. Lightening holes in the rod journals reduce crankshaft inertia weight for faster acceleration and ease of balancing.

The Voodoo H-beam connecting rods also come as 4340 forgings that have been heat treated, stress-relived, shot-peened, and magnafluxed. These processes stress relieve the rods so they are ready to go as soon as you bolt them into your engine. All Voodoo rods are weight matched to 1 gram and use ARP 2000 7/16″ rod bolts. In rotating assembly form, Lunati pairs their Voodoo crank and rods with Icon forged pistons and rings along with King or Clevite bearings.

If premium parts are required, then look no further to Lunati’s Signature Series. A similar 4340 steel forging comes with all the same features as the Voodoo line but is also gun drilled, lightened and contoured. Drop pocket oiling ensures maximum connecting rod oil pressure while fully detailed counterweights with contoured wing help reduce windage. The 4340 aircraft quality steel Signature Series rods come in I-Beam form that have also been shot-peened, magnafluxed, and sonic tested. The Signature Series rotating assemblies can be paired with either premium I-beam or H-beam rods, Mahle or Diamond pistons, and King or Clevite bearings.

Rotating assemblies are offered in popular LS, big block Chevy, small block Chevy, and small block Ford displacement combinations.

With new oxygenated fuels and tool steel ring technology, we needed a break-in oil that could keep up with these new parts.

Breaking a new engine in properly is a key ingredient to a long lasting engine that doesn’t consume oil. Driven Racing Oil is expanding their break-in oil line by adding BR40, a 10w-40 engine oil that contains the same zinc and phosphorus formula as their original break in oil. “With new oxygenated fuels and tool steel ring technology, we needed a break-in oil that could keep up with these new parts,” says Lake Speed Jr. “While the original BR30 was designed for flat tappets, with the BR40 we optimized an oil that was better for these fuels and rings.”

Limited Slip Gear Oil 75w-90

“The new 75w-90 gear oil is designed for limited slip differentials,” says Speed Jr. “You get the same technology as a NASCAR proven gear lube, but now with the limited slip functionality added to it. No friction modifiers need to be added into this and also works well in clutch-type differentials.” Driven also says their new gear oil resists foaming and maintains viscosity under extreme heat and high loads. Designed for uses ranging from autocross to off road trucks.

Race Concentrate Carb Defender

The SHX fluid only minimally changes with temperature, but regardless of how hard it gets pushed around in the shock, the viscosity is consistent.

Driven’s Carb Defender fuel additive is designed to protect against ethanol corrosion that are caused by ethanol blended pump gas. “The race concentrate Carb Defender builds off the original Carb defender and goes to a more concentrated formula that will not only treat an ethanol or E85 race fuel, but will also handle straight methanol,” explains Speed Jr.

SHX Shock Fluid

Also new from Driven is their shock fluid. “The SHX Shock Fluid is a first of its type, high viscosity index shock fluid, which is not dependent upon sheer,” says Speed Jr. “This means that not only does traditional shock fluid viscosity change with heat, but also with the rate of sheer – how the speed of the shock effects how the oil thins. The SHX fluid only minimally changes with temperature, but regardless of how hard it gets pushed around in the shock, the viscosity is consistent. This allows a shock tuner to have more precise control.”

It’s no secret that an independent rear suspension is not the most optimal drag racing suspension. When horsepower levels increase to over four digits, durability becomes a big concern. Not to mention that an IRS isn’t as repeatable as solid axle from a launching perspective. In a game where a thousandth of a second counts, that just won’t fly.

The package requires minimal modification and the fewest amount of modifications than any other live axle conversion package for the 5th gens. – Jeff Anderson

Continuing along with their line of bolt-in live axle packages, Moser Engineering recently released their latest offering for the fifth generation Camaro. “This is a continuation of our C5 package and designed for the Stock Eliminator racers, though this package really goes a step beyond what we have done before,” said Jeff Anderson of Moser Engineering. “The package requires minimal modification and the fewest amount of modifications than any other live axle conversion package for the 5th gens.” This isn’t a race only piece though – Moser says it can easily be installed into a street car!

The live axle package is optioned with either a GM 12-bolt rearend or a Moser fabricated M9. Tubing is primarily chromoly with a mild steel front cross member.

On a street car, it can get really expensive if you keep your fuel tank stocked full of race gas. Also heat soak plays a big role in your intake air temperatures while traveling down the highway or even around a race track. A water/methanol system like Banks Power Straight-Shot provides a significant drop in intake temperatures along with race gas-like octane. “You can save engines with water/methanol,” says Gale Banks. “It allows you to run high boost on low octane, safely.”

By monitoring both throttle angle and boost pressure, we can anticipate what the engine is doing and deliver the proper amount of flow with virtually no lag time. – Gale Banks

The key to a good water/methano systeml is quickly reacting to the engine’s demand. “With our system you can turn on the water/meth at as little as 1-2 psi of boost and progressively increase from there,” says Banks

The brains of the Straight-Shot system are housed in a 2-1/16″ gauge head unit. From there it allows the user to fully command 2 stages of injection. It also doubles as a multi-function gauge, displaying boost or TPS, EGT and pump duty cycle. Universal models contain an on-board 100 psi-a pressure sensor for boost sensing, while plug-and-play models connect to your factory MAP sensor.

The system can be configured to inject based on boost pressure, throttle position signal, exhaust gas temperature, or a combination of either boost or throttle plus EGT. “By monitoring both throttle angle and boost pressure, we can anticipate what the engine is doing and deliver the proper amount of flow with virtually no lag time,” says Banks.

Late model vehicles like the turbocharged Focus ST and supercharged ZL1 Camaro can benefit from a water/methanol system, even at stock boost levels.

Two different water pumps are available to properly match the engine’s needs. Both feature a built-in output pressure switch for low fluid or leak detection, an adjustable re-circulating pressure regulator, push-lock fittings and a rubber-isolated mounting bracket.

SCT Performance has been on a hot streak the last few years by debuting new tuners for a variety of budgets. One tuner that’s gone overlooked just happens to be their best seller – the SF3 pre-loaded tuner and the X3 that’s designed to be used with custom tunes. The Livewire received a facelift two years ago with an all-new touch screen color display and it only made sense to make similar updates to the SF3/X3 programmer.

The X4 will only slightly increase in cost over the current SF3s – Tim Roi

“The X4 will only slightly increase in cost over the current SF3s,” says Tim Roi of SCT. “Look for them to hit the shelves early 2014.” As you can see in the above photo, the new X4 is dimensionally smaller than the SF3 and boasts a full color screen that is much easier to navigate. The OBD-II port remains wired and uses a smaller, Livewire TS-style, plug that connects to the top of the device. Also the X4 will come with a window suction mount and is slotted on the back to lock in place, again, much like the Livewire TS.

The OBD-II port remains wired and uses a smaller, Livewire TS-style plug that connects to the top of the device.

One of the most exciting changes is the ease to update the device. Instead of having to connect to a Windows-based computer for updates, the X4 will have integrated WiFi that will allow update through a standard wireless connection. Rounding out the features are 2 analog inputs, ability to hold 10 custom tunes, multiple datalogging screens, and better navigation with its updated scrolling buttons.

We assure you that we will review the new X4 in its entirety in the coming months, so stay tuned!

Despite the old school LT1 name, the new LT1 engine is a stout beast. The factory canted valve heads offer a great valve angle and large ports. Livernois Motorsports, who are amongst the front runners in late model muscle technology, is offering a complete top end package for Chevy’s latest small-block.

“It’s a full Displacement on Demand and Variable Cam Timing delete system,” says Andy Ricketts of Livernois Motorsports. “With prolonged high RPM use, those system begin to develop problems. We want something that gives you the performance without the cost of durability.”

The kit comes as a complete bolt and go package. Everything from head studs, gaskets, assembled heads, cam, to the tuner is included. “Every part used in our Top End Kit is built in the USA,” continued Ricketts.

With supporting bolt on accessories like a full exhaust and intake, Livernois hopes that total power input will increase from 90 to 110 rwhp over stock. Helping aid in this increased power are cylinder heads that flow about 15% more than stock. “The flow is really optimized at the higher lift range,” explains Ricketts. “The factory head really falls off hard, even before .600″ lift.

While the final cam specs are still being tweaked, but Livernois expects to be in the high 220s at .050 on intake duration, high 230s on exhaust, 117 LCA for good drivability, and an aggressive .650″ lift. “We are really looking to fill that middle ground of great drivabililty with the sound and performance people are looking for,” exclaimed Ricketts.

Not taking piston to valve clearance into account, Livernois has setup this head and valve spring package to handle up to .700 lift.

The Powerglide parts are starting to dry up and the T-400s are right behind it, so we are building as many new parts for these transmissions as possible

“The Powerglide parts are starting to dry up and the T-400s are right behind it, so we are building as many new parts for these transmissions as possible, JC Beattie Jr. of ATI Performance Products. One of those new parts is their new billet aluminum pump. The finished pump features a three piece design with bolt-in, one piece, heat treated alloy steel stator tube for improved fluid routing over the pressed in OEM or aftermarket tubes. At just 12 pounds, the pump is five pounds lighter than the OEM unit. An adjustable pressure regulator is also included.

Also a new part out of necessity that’s been improved over the OEM counterpart is their billet aluminum valve body. “The billet aluminum valve body is lighter than anything steel with simple, and really short passage ways,” says Beattie Jr. “This allows the transmission to shift really quick, especially off the transbrake.”

New Super F ATF Fluid

In conjunction with Driven Racing Oil, ATI has developed their second version of their popular automatic transmission fluid. “A lot of the high horsepower turbo and supercharger guys are burning up the 20 weight fluid,” says Beattie Jr. “The new 30 weight fluid helps that and even tightens up the converter.”

Some features include:

Faster clutch engagement

Firmer shifts

Lower temperature base

Foam inhibiting

Fully synthetic for long life

30 weight designed for high temperature supercharged and turbo applications

Power adders are the pinnacle of a vehicle’s build for many enthusiasts. They are a sizable chunk of money and we want to make sure that what we buy will fill our power hungry bellies. Making the most power quickly with the least amount of boost is going to win over the masses. One of those companies that has all the right stuff is SLP.

Camaro Supercharger

5th Gen Camaro Supercharger Features

Designed from a clean sheet of paper to meet or exceed all OEM design, engineering and manufacturing standards

Includes hand-held touch-screen programmer with SLP developed and custom PCM calibration

All SLP superchargers come filled with Eaton’s 2300 TVS rotor group – the same rotor packs in the ZR1 Camaro! The pair of four-lobe rotors are twisted 160 degrees. As a positive displacement supercharger, the R2300 offers immediate off-idle throttle response and boost, unlike a centrifugal-supercharged design that builds boost relative to RPM. Max boost is reached quickly and the system is designed to thunder all the way to redline.

In addition to the supercharger, you also get a SLP-designed upper and lower aluminum intake manifolds, a high-efficiency intercooler system with a large, full-face low-temperature radiator, an oversized coolant degas bottle, air-to-water intercooler, and formed hoses. The injector bosses are cast into manifold at same angle as GM’s manifold, providing optimum fuel delivery to the back of the valve for improved combustion and atomization of fuel.

This kit fits all 2010-2013 Camaro SS manual and automatic transmission cars and also comes with a 3 year/36,000 mile warranty on the supercharger system parts. If you are looking for a supercharger that can support up to 850 hp, this might be the one for you!

A Sneak Peek Into SLP’s HEMI Supercharger

Stepping into the late model HEMI market is SLP with their new high output 2.3-liter supercharger kit that will provide 490+ hp on 5.7-liter and 545+ hp on the 6.1-liter. The complete kit will fit under the hood and does not contain any jackshafts! The self contained lubrication system eliminates the need to service the supercharger.

From the photos one can see that the far left (Speedway) rod is wider in the beam and contains more material on the big end than the Ultra Light rod (right).

When you have the technology and machines to make badass racing parts like Oliver, it’s easier to give consumers options. From one piece of billet steel, Oliver can create three different connecting rod options – the Speedway, Standard Light, and Ultra Light Series.

Oliver's Rod Bolt Stretch Technique

Also unique to Oliver is their stretch technique used on their ARP 2000 rod bolts. “Our goal with all of our rod bolts is to give people enough information to use the torque and angle method and the stretch,” says Keating. “The fastener is trying to maintain the parting line between the cap and the rod face – that’s the whole goal. So when you’re torquing the fastener, your loading that parting line to make sure it doesn’t move. You need to manage that stretch because that rod bolt is a spring and you want to make sure you are not over-yielding it.”

“The better engine builders can get away with running a lighter weight rod because they run the engine easier by using a lighter rotating mass assembly,” says Ted Keating of Oliver. “Though, if someone is building a blower or extreme turbo combination, we try to push them towards the Speedway rod, which is typically 40 to 50 grams heavier, meaning there’s more material to make it more stable.”

Oliver’s Speedway Series rods are designed for severe applications where engines are subject to high-RPM endurance racing or high loads over a wide variation in RPM. These rods are often used in large cubic inch late model dirt cars and forced-induction applications. This rod features premium 7/16” bolts.

The Standard Light Series rods are designed to be used in naturally-aspirated high horsepower, high-RPM engines and also features 7/16” bolts.

Finally, the Ultra Light Series rods are designed to be used in moderate horsepower applications where RPM in the 8,200 range are common. 7/16” bolts are still used on these rods except for 1.889” journal rods will have 3/8” ARP 2000 bolts. The Ultra Light actually requires more machining time to cut the weight out of the rod, though it’s sold at the same price point as the Speedway and Standard Light rods.

When running a high quality digital dash and datalogging system like a Racepak, it’s important that it has the ability to communicate with other electronics in the vehicle. It’s a significant investment to have these systems and if they can’t communicate with each other, you’ll find yourself doubling up on sensors you don’t need.Racepak works hard with manufacturers of standalone engine management systems to create a seamless sharing system of the vehicle’s data. This sharing system is easily transmitted via a V-Net cable the converts the sensor’s unique signal into a few additional wires that hook up to the corresponding standalone engine management system. The sensor sharing vastly reduces under engine clutter and of course, money needed to by unnecessary sensors.

While there’s no “new” products released by Racepak this year, they assure us that they have some exciting and new dataloggers in the works, along with a new software-based system for reviewing data. Stay tuned for that news in coming months!

Chevrolet Performance’s COPO Camaro program returns for 2014 with another limited run of factory-produced race cars and a pair of new racing engine choices. To purchase one of the exclusive models, potential customers must sign up for the COPO Camaro mailing list at chevroletperformance.com.

It is the third year for the COPO Camaro program and like the previous two, only 69 race cars will be built for NHRA Stock Eliminator and Super Stock competition. They will carry the distinctive, updated styling of the 2014 Camaro lineup, including new front and rear fascias.

Serial number 1 of the limited-production run – the only one to be painted Ice Blue Metallic – will be auctioned by Chevrolet Performance at Barrett-Jackson’s annual January event in Scottsdale, Ariz. Proceeds benefit the Achilles Freedom Team of Wounded Veterans, an organization dedicated to helping wounded veterans participate in marathons and share their success within a supportive community and their families.

Each COPO Camaro race car is built by hand starting with hardware from the General Motors Oshawa, Ontario assembly plant that manufactures regular-production Camaros, including the same body in white body shells (part number 19243374) racers can purchase from Chevrolet Performance, along with other COPO-specific parts, to build their own dedicated race car. Each production car is fitted with an NHRA-approved roll cage and other safety equipment, along with racing chassis and suspension components – including a unique solid rear axle system in place of a regular-production Camaro’s independent rear axle.

The newly designed racing engines include a revised version of the naturally aspirated 427 engine and supercharged version of the 350 engine introduced in 2013. It will feature a 2.9L Whipple screw-type supercharger. Naturally aspirated 350 and 396 engines are also available. Customers select the engine based on their intended NHRA racing class. They can also purchase all four engines, each serialized to match the car.

The 2014 COPO Camaro also includes new racing seats, updated graphics and a new, available wheel design.

“The COPO Camaro contingent was strong at the first Chevrolet Performance U.S. Nationals in 2013 and we expect an even larger turnout with the new cars in 2014,” said Campbell. “The new engines will make the racing more exciting and COPO drivers more competitive.”

Expanded COPO crate engine lineup

The same high-performance engines used in the COPO Camaro production race cars are available as crate engines for racers building their own Camaro race cars. Each is engineered for NHRA’s Stock Eliminator and Super Stock classes, offering sportsman racers a range of factory-developed-and-assembled racing engines

The COPO crate engine family grows to five for 2014 and includes a naturally aspirated 427 7.0L engine, two 5.3L supercharged 327 engines – a new combination using a Whipple twin-screw 2.9L supercharger and the other using a 4.0L Whipple supercharger – and all-new 396-cubic-inch and 350-cubic-inch naturally aspirated engines. Each is assembled by hand at GM’s Wixom, Mich., racing engine shop.

The 427, 396 and 350 engines are designed to cover NHRA’s Stock Eliminator classes from E to AA. Curb weight adjustments are the primary requirement for class qualification.

Chevrolet Performance engineers designed and tested the engines with the same methods used to develop production engines, ensuring their performance and durability. A Holley engine management system is included with each engine.

Chevrolet Performance’s “COPO Camaro Build Book” (part number 88958767) provides an insider’s look at the assembly of the production race cars through hundreds of color photos. Additionally, the book includes detailed specifications for NHRA classification and descriptions of the aftermarket parts and their manufacturers used for the production vehicles. Important start-up, warm-up and pre-/post-race procedures are also included as well as fluid and maintenance recommendations. The book is available from Chevrolet Performance retailers.

Racing enthusiasts interested in more information on the COPO program can follow the latest COPO information at theblock.com – the online automotive community powered by Chevrolet Performance.

Z/28 Featured in Las Vegas

There was no need to modify the all-new 2014 Camaro Z/28 for the SEMA Show – it’s already a comprehensively engineered car that recently lapped Germany’s challenging Nürburgring road course in 7:37.40 – on wet track conditions. It was four seconds faster than the Camaro ZL1, and beats published times for the Porsche 911 Carrera S and the Lamborghini Murcielago LP640.

In terms of lap times, the Z/28’s improved speed comes from three areas:

Increased grip: The Z/28 is capable of 1.08 g in cornering acceleration, due to comprehensive chassis revisions

The heart of the Z/28 is the 7.0L LS7 engine. The LS7 uses lightweight, racing-proven, high-performance components, such as titanium intake valves and connecting rods, CNC-ported aluminum cylinder heads and a forged-steel crankshaft to help produce an SAE-certified 505 horsepower and 481 lb-ft of torque. Air-conditioning is available, but only as an option.

The Z/28 goes on sale next spring.

]]>http://www.lsxmag.com/features/sema-coverage/sema-2013-chevy-releases-2014-copo-touches-on-z28/feed/0http://www.lsxmag.com/image/2013/11/MG3_7424-400x266.jpghttp://www.lsxmag.com/image/2013/11/MG3_7424-300x200.jpgTire Review: Nitto’s All Season Motivohttp://www.lsxmag.com/tech-stories/wheels-tires/tire-review-nittos-all-season-motivo/?utm_source=rss&utm_medium=rss&utm_campaign=tire-review-nittos-all-season-motivo
http://www.lsxmag.com/tech-stories/wheels-tires/tire-review-nittos-all-season-motivo/#commentsTue, 26 Mar 2013 16:39:53 +0000Mark Gearharthttp://www.lsxtv.com/tech-stories/wheels-tires/tire-review-nittos-all-season-motivo/
Picking a tire for your vehicle is as personal as buying an outfit. A lot of factors can easily sway decisions from one manufacture to another. Are you looking for something that is going to get you around the turns as fast as possible? How about wet or snowy climates that require a completely different tire than a summer performance tire? If both answers are yes, then Nitto Tire might have the answer you have been looking for via their relatively new Motivo. We recently were invited out to Miller Motorsports Park in Utah to experience the diversity of the Motivo on a fleet of G37x sedans.

Our test vehicles were G37x sedans with the OEM all season tire, NT90W snow tire, and Motivo all season tire.

Nitto showcased three tires at the Winter Arrive and Drive – their Motivo, NT90W snow tire, and the OEM all season tire that comes equipped on the G37xs. All tests were performed in snow, including two steep graded hill climbs, collision avoidance, handling course, skid pad, and acceleration/braking. We will cut straight to the chase – the NT90W dominated every exercise during the day, but we were still most impressed with the diversity of the Motivo, which is the tire we decided to formally review.

A Tire For All Weather

Not everyone has the luxury of living in SoCal where rain is minimal and the temperatures are mild. Here we can afford to run a summer performance tire year around. For those of you living in the other 49 states (and around the world) have snow, rain and sleet to deal with. This is where the Motivo shines. Nitto describes the Motivo as, “…the evolution of Nitto’s Ultra High Performance street tires engineered to perform in all weather conditions while providing ride comfort, minimal road noise, and increased mileage. Motivo’s all-season capability fulfills the demands of your active lifestyle by navigating you safely through challenging road and weather conditions.”

The Motivo comes with a WY performance rating, A for traction and temperature, along with a 560 UTQG treadwear rating. An added bonus is the available 60,000-mile limited treadwear warranty, which Nitto claims is the industry’s highest mileage warranty for W and Y speed rated tires. A myriad of sizes are available, ranging from 17 to 20-inch diameters.

Smooth Driving

• Made in the USA using proprietary advanced tire manufacturing technology, Motivo delivers consistent tire uniformity for a smooth and enjoyable driving experience.

Balanced Performance

• Combined with an all-new silica rubber compound, the Motivo aims for more driving miles while maintaining traction and handling in winter, wet, and dry conditions.

Unique Design

• The distinct pattern attracts the eye while the tread block arrangement is designed to minimize road noise.

Taking the Motivo to the Test

Hill Climb

The Motivo performed nearly-perfect on the hill climb. A moderately aggressive start is required to build the needed momentum heading up the hill, followed up by constant 20-30% of throttle input. The Motivo was more forgiving than it's OEM cohort, while the NT90W had stuck like glue to the slippery slope.

Road Course/Collision Avoidance

The collision avoidance test was converted into the back portion of the road course after lunch, which provided a medley of exercises. We were able to do acceleration and braking tests along with a slalom and a few offset gates. We were impressed how well the Motivo dug into the snow on near full throttle launches, culminating with a foot-to-the-floor smash on the brakes. The slalom was the place to have some fun and regardless how aggressively we drove through them, at most, a mild amount of counter steer was required to keep the G37x on course.

Skid Pad

The skid pad was the place to test out the oversteer and understeer characteristics of each tire. With the steering wheel set at a predetermined position (around 90 degrees of input) we were tasked to keep the car traveling at the same distance around the skid pad by simply modulating the throttle. While it’s very easy to push the limits during this exercise, the feedback from the Motivo was smooth and consistent throughout.

In Conclusion

While the Nitto Motivo might not be the most hardcore dry performance tire on the market, it captures a delicate blend of all aspects of driving – both wet and dry. You would think an OEM tire manufacture would be a shoe-in for the best possible all season tire after decades of development and testing, though we can say without hesitation that during our tests, the Motivo out performed it in all aspects. So if you are looking for a tire that is quiet, lasts a long time, while providing excellent dry and wet performance, the Motivo might be your match.

]]>http://www.lsxmag.com/tech-stories/wheels-tires/tire-review-nittos-all-season-motivo/feed/0http://www.lsxmag.com/image/2013/03/MG2_7145-400x266.jpghttp://www.lsxmag.com/image/2013/03/MG2_7145-300x200.jpgSEMA 2012: McLeod’s Expands Hydraulic Clutch Conversion Kits Linehttp://www.lsxmag.com/features/sema-coverage/sema-2012-mcleods-expands-hydraulic-clutch-conversion-kits-line/?utm_source=rss&utm_medium=rss&utm_campaign=sema-2012-mcleods-expands-hydraulic-clutch-conversion-kits-line
http://www.lsxmag.com/features/sema-coverage/sema-2012-mcleods-expands-hydraulic-clutch-conversion-kits-line/#commentsMon, 07 Jan 2013 18:24:39 +0000Mark Gearharthttp://www.lsxtv.com/?p=243956If you have ever owned a car with a cable driven clutch, you know how much fun they aren’t – they require constant adjusting and can be a bare to press down. Though if you also installed an improperly engineered hydraulic conversion kit, the clutch turns into an on/off switch. The key to a perfectly-functioning hydraulic clutch comes down to two words – pedal ratio.

Pairing with a Hydraulic Bearing

To complete your hydraulic clutch conversion, McLeod offers a hydraulic release bearing in two styles. The first (pictured right) slips over the driveshaft’s collar and is height adjustable. The second (left) replaces the actual collar and standoff height must be specified before ordering.

McLeod understands these special two words, which is one of their primary goals when it comes to developing a hydraulic clutch application. The other? Ease of installation. “I engineer all our hydraulic clutch kits from the customer’s point of view,” said Fred Taylor of McLeod. “I try to make them as dummy proof as possible.”

If you have ever driven on a vehicle with an improperly designed hydraulic clutch kit, you will know that they function as a light switch. This is due to an improper pedal ratio. Mcleod goes to great lengths to make sure that your pedal travels the same as stock, thus giving you stock-like engagement with less strain.

Currently available for 1955-57 Chevy Bel Air, 1967-69 Camaro, 1968-74 Nova, and a variety of Mustang generations, Mcleod has come up with two different kits – the full complete kit and the firewall kit. “A complete kit comes with the master cylinder, internal or external hydraulic slave cylinder, mounting brackets, remote reservoir and all necessary mounting hardware,” said Taylor. “The firewall kit will offer everything listed in the complete kit minus the slave cylinder.”

]]>http://www.lsxmag.com/features/sema-coverage/sema-2012-mcleods-expands-hydraulic-clutch-conversion-kits-line/feed/0http://www.lsxmag.com/image/2012/11/MG2_1341-400x266.jpghttp://www.lsxmag.com/image/2012/11/THUMB-Mc-hydraulic.jpgDart’s LS Engine Block, Updates SBC and SBF Aluminumhttp://www.lsxmag.com/features/pri-coverage/pri-2012-darts-ls-engine-block-updates-sbc-and-sbf-aluminum/?utm_source=rss&utm_medium=rss&utm_campaign=pri-2012-darts-ls-engine-block-updates-sbc-and-sbf-aluminum
http://www.lsxmag.com/features/pri-coverage/pri-2012-darts-ls-engine-block-updates-sbc-and-sbf-aluminum/#commentsFri, 04 Jan 2013 20:12:36 +0000Mark Gearharthttp://www.lsxtv.com/?p=263596At the SEMA show Dart Heads released their brand new LS block, the first of it’s kind from Dart. “Four years ago we looked at producing an LS-based engine and decided against it, only releasing a billet version,” said Jack McInnis of Dart. “Not until around July did we look at producing this block again, coming up with our redesigned LS Next engine block.”

For those of you that are keen to the LS block’s infrastructure, you will notice that the bottom of the block – near the main caps – is missing a whole section of metal, traditionally called the Y-block design. Dart has decided to eliminate this entire area to enhance the casting quality.

What you see here now resembles what you would find on a Gen I block. “Due to this redesign, you will need a custom oil pan in which many of the popular aftermarket companies will produce,” said McInnis. Also by recessing the pan rails has naturally increased the ability to hold more oil in an overall same, complete package.

Redesigned Small Block Chevy and Ford Aluminum Blocks

For the PRI show, Dart has their updated aluminum small block Chevy and small block Ford engine blocks. Both blocks start with an overall cleaner-poured casting, explains Jack McInnis of Dart, “We started back at the foundry by redesigning the tooling to produce a cleaner, better looking casting right out of the gate. But outside of the new casting, there are a lot of new, great features as well.”

Small Block Chevy

Small Block Ford

The small block Chevy block received the lion share of the upgrades. The cylinder barrels have been extended to offer better piston support on longer stroke combinations while deck heights range from 8.850″ to 9.500″. That combined with the .391″ (with optional .434) raised cam could make a 450ci+ small block a reality.

Big block camshaft bearings allow the use of cams with larger base circle diameter to improve strength and reduce twisting with cam-driven pumps. The lifter valley has also been redesigned in aiding of moving around lifters (.842″ standard) to achieve proper geometry.

Standalones have become increasingly popular over the last decade as people continue to push the boundaries of their factory PCMs. One domestic based company that’s been evolving their standalones for a long time is AEM Electronics. Last year they debuted their newest Infinity standalone, but believe it or not, there was a demand for a less frills unit.

“Everything is exactly the same except the amount of injector drivers,” said Kirk Miller of AEM Electronics. This means this smaller unit not only fits in tighter spots inside the car, it can also save you a few hundred bucks as well. The Infinity is extremely versatile. It can utilize a closed loop compensation table in air fuel ratio points that can than trigger fail safes inside the PCM to reduce the possibility of engine failure, control up to four channels of variable valve timing, and supports a host of dash displays. The smaller unit will control up to 8 cylinders.

Some of the options

Fuel control resolution to 1/10th of a microsecond (.0000001 sec)

Multi-fuel capable

Open-loop fuel pressure compensation

Individual cylinder ignition and fuel trim

Real-time sensor diagnostics

Electronic boost control

Programmable traction control

2-step programmable launch control

Drive-by-wire control

In Tank Fuel Pump

Also new for AEM Electronics is their new high flow in tank fuel pump. This little guy will flow up to 320 lph at 43 psi while being whisper quiet in the tank. It’s universal nature makes installation a snap.

Designed for high output naturally aspirated and forced induction EFI vehicles

In-Tank design

Tested to flow 320 lph @ 43 PSI

39mm diameter fits most applications

Offset inlet design eases installation

Each pump individually tested

For gasoline vehicles (pump life may be diminished when used with E85 fuel)

Kit includes fuel pump, rubber sleeve and end caps, pre filter, hose, clamps and flying lead

Undisputed as the best all around performing Camaro in history is the 2012 ZL1. It gloats with exceptional handling, stout acceleration, and great looks. To help compliment those looks under the hood while providing copious amounts of power is K&N’s new carbon fiber cold air intake kit.

We increased the size of the mass air flow housing as large as we could with the stock Camaro calibration. – Bert Heck

“The ZL1 comes with carbon fiber accents already and we wanted to compliment that by introducing a new air intake in all carbon fiber,” said Bert Heck of K&N. It’s is a very involved process when it comes to making a carbon fiber intake. The “wet” carbon fiber is hand molded around a mold, placed in a vacuum bag and then that mold is removed from the inside of the intake tube once the carbon fiber has cured. This ensures that the intake is truly made from 100% carbon fiber. Even the heat shield is made from carbon fiber.

To back up the good looks are great power gains – 32 rwhp and 40 lb/ft of torque…that’s at the wheels folks. “We increased the size of the mass air flow (MAF) housing as large as we could with the stock Camaro calibration,” explained Heck. “That means you get an air intake that bolts on easily and doesn’t require any tuning.”

Custom filters and Racing Components

Another successful venture for K&N has been their custom filters and hood scoops. The scoops, which are also made from carbon fiber, are designed from everything from Pro Stock to Comp Eliminator dragsters. Also pictured is their latest design – a cold air enclosure designed for carburetor filters. Also, if you cannot find a filter application that fits your needs, K&N can build virtually any custom filter configuration possible.

]]>http://www.lsxmag.com/features/pri-coverage/pri-2012-kns-camaro-zl1-carbon-fiber-intake-custom-filter-option/feed/0http://www.lsxmag.com/image/2012/11/MG2_6182-400x266.jpghttp://www.lsxmag.com/image/2012/11/MG2_6182-300x200.jpgPRI 2012: COPO Camaro 69 Up For Auction, COPO To Continue in 2013http://www.lsxmag.com/features/pri-coverage/pri-2012-copo-camaro-69-up-for-auction-copo-to-continue-in-2013/?utm_source=rss&utm_medium=rss&utm_campaign=pri-2012-copo-camaro-69-up-for-auction-copo-to-continue-in-2013
http://www.lsxmag.com/features/pri-coverage/pri-2012-copo-camaro-69-up-for-auction-copo-to-continue-in-2013/#commentsFri, 30 Nov 2012 17:59:27 +0000Mark Gearharthttp://www.lsxtv.com/?p=262931Imagine a wheels-up launch and heading down the strip to a 9-second quarter mile time…with the top down? Yep, that dream can be yours (though you do have to run with the top up per NHRA’s competition rules) if you manage to have the highest bid for Chevy Performance’s COPO Camaro 69 (the last COPO of 2012) at an up coming Barrett-Jackson auction in January. Also for those wondering, there will be another 69 COPOs again next year.

Do we ever think this ultra-rare COPO will see the dragstrip? We think not. It’s one of only two convertibles built and the only one painted Inferno Orange Metallic – the other being car number 68 (which has been set aside by Chevrolet and isn’t planned for public sale). Additionally it’s one of 20 cars built with the 327 engine and 4.0L supercharger. Lastly, it’s the only example built with a Turbo 400 three-speed automatic transmission.

I am also happy to announce that due to strong customer demand we will produce another run of 69 COPO Camaros for 2013. More than 3,000 hand-raisers expressed interest in buying a COPO after we introduced the car last year. – Jim Campbell

“The COPO Camaro program has been a special program and there’s not a better way to close out the 2012 racing season than with the final – and most unique – one of the 2012 production run,” said Jim Campbell, GM U.S. vice president of Performance Vehicles and Motorsports. “Chevrolet is proud to once again partner with the American Heart Association at Barrett-Jackson for the sale of this COPO Camaro convertible. It will make a great race car or collector vehicle for a lucky bidder, who will be buying a piece of history.

“I am also happy to announce that due to strong customer demand we will produce another run of 69 COPO Camaros for 2013. More than 3,000 hand-raisers expressed interest in buying a COPO after we introduced the car last year. We are excited to support these grassroots motorsports enthusiasts in their Stock Eliminator and Super Stock drag racing efforts,” said Campbell.

If you don’t have the money for a COPO, Chevy Performance’s new build book will show you how to build a COPO, starting from a body in White Camaro. More than 130 color pages and hundreds of photos depict the build process at the specialty COPO Build Center, near Detroit.

All COPO Camaro production models were built by hand starting with hardware from the Oshawa assembly plant that manufactures regular-production Camaros, including the same body in white body shells (part number 19243374) racers can purchase from Chevrolet Performance, along with other COPO-specific parts, to build their own dedicated race car.

When applying copious amounts of power to a IRS (Independent Rear Suspension) in any racing application, things just start to go wrong. “A common upgrade for the 5th gen Camaros have been bolt-in Ford 9-inch rearends, and we have come up bolt-in Dana 60 style replacement,” said J.C. Cascio of Strange Engineering.

A common upgrade for the 5th gen Camaros have been bolt-in Ford 9-inch rearends, and we have come up bolt-in Dana 60 style replacement.

The new bolt-in case from Strange comes complete from rear cover, S-Trac differential, gear ratio of choice, up to the 1350-style driveshaft yoke. “We used the EnduraGaurd coating on this application, ” said Jeff Stange. “The seal coat resists corrosion and acid plus it’s extremely easy to keep clean.”

To make case stronger, it is pressured when poured into the casting during the manufacturing process. Inside this all-aluminum rearend are billet main caps are are ingeniously reinforced by the rear cover once it’s bolted in place. This ensures there isn’t any deflection to the caps under hard cornering. Also, the rear cover uses an O-ring to seal and will never require a gasket or sealant of any kind.

Street Floater Kit

There is no doubt that Pro-Touring has become extremely popular in the last few years. Part of road racing and autocrossing a classic car is typically pared with a solid axle configuration. An inherent problem for any solid axle vehicle is axle flex and pad knock back. This can lead to inconsistent braking and even brake failure. Working in conjunction with Wilwood, Strange has begun designing their own version of a floater hub assembly.

]]>http://www.lsxmag.com/features/pri-coverage/pri-2012-stranges-5th-gen-camaro-irs-rearend-floater-hub-system/feed/0http://www.lsxmag.com/image/2012/11/MG2_6117-400x266.jpghttp://www.lsxmag.com/image/2012/11/MG2_6117-300x200.jpgSEMA 2012: SCT’s New Livewire TS Tunerhttp://www.lsxmag.com/features/sema-coverage/sema-2012-scts-new-livewire-ts-tuner/?utm_source=rss&utm_medium=rss&utm_campaign=sema-2012-scts-new-livewire-ts-tuner
http://www.lsxmag.com/features/sema-coverage/sema-2012-scts-new-livewire-ts-tuner/#commentsFri, 09 Nov 2012 16:47:48 +0000Mark Gearharthttp://www.lsxtv.com/?p=240413When SCT released their Livewire TS tuner just a few short weeks ago, it promised to pack the latest in flash tuner technology from SCT. This is the first, big update we have seen to a wired SCT tuner in quite some time.

Having the same framework between the Livewire TS and iTSX allows us to make easy changes and updates to the tuners.” – Tim Roi

The software framework of the Livewire TS is borrowed from their wireless iTSX tuner with a unique look. It employs all the same features like built-in performance calculator, recordable datalogging screens, DTC scanner, and of course tuning. The screen has even adapted swiping technology like you would find on an iPhone. “The Livewire TS and iTSX actually use the same chip set, Tim Roi of SCT explained. “In the iTSX, the three chips are stacked on top of each other and in the Livewire TS, they are all flat. Having the same framework between the Livewire TS and iTSX allows us to make easy changes and updates to the tuners.”

While a wireless connection is always convenient, the wired connection is hands down faster when it comes to flashing your vehicle. For example, the iTSX requires an iPhone (or similar Apple device) to send the tune to the tuner, then the tuner uploads it to the vehicle. If you want to make changes to your tune, the process is repeated. With a wired device like the Livewire TS, the display sends any customized tune directly to the PCM in one step. Not saying the iTSX is slow at transferring, but if you are modifying tunes a lot, the Livewire TS will be a faster solution.

The form factor of this device is just like SCT’s discontinued TSX – a nice bright 4-inch touchscreen that isn’t intrusive in the passenger compartment. Although there are many options for tuning on the market, some of the unique features of the Livewire TS can’t be had on any other tuners.

Color 4″ Touch Screen Display

Datalogging capability is one of the many fine options of the Livewire TS

When you have a production vehicle that is made with copious amounts of carbon fiber, wouldn’t you want to keep it going elsewhere? That’s exactly what K&N filters thought when they produced their ZR1 Corvette (and soon the ZL1 Camaro) air intake system.

“This intake was designed, developed, engineered and produced from our K&N facility in southern California,” said Bert Heck of K&N. “Not many intake companies can say that when it comes to producing a carbon fiber intake.”

It’s is a very involved process when it comes to making a carbon fiber intake. The “wet” carbon fiber is hand molded around a mold, placed in a vacuum bag and then that mold is removed from the inside of the intake tube once the carbon fiber has cured. This ensures that the intake is truly made from 100% carbon fiber. “We originally built this intake for the owner of K&N’s ZR1 Corvette, but then we decided to turn this into a production piece,” said Heck.

This intake was designed, developed, engineered and produced from our K&N facility in southern California. – Bert Heck

So it looks pretty, but does it perform? K&N told us that they picked up 25-26rwhp on an otherwise stock ZL1. The intake is 100% bolt-on, utilizing the factory cold air induction and can be installed in less than one hour. Expect to pay a $799 premium for the carbon fiber intake, though would you really settle for less on a $100,000 car?

Expect to see the ZR1 intake on the streets coming in the next few months and the ZL1 Camaro intake arriving the end of November.

Unless you have been living under a cold, dark rock somewhere, you surely know how popular late-model engine swaps have become in early-model musclecars. Why not? Having an engine that is more fuel efficient, runs better, and makes more power is always a plus.

2011+ Mustang Drop In Kit

Also for you late-model Mustang lovers, Aeromotive has just rounded out the S197 Mustang chassis fuel system by introducing their 2011+ Mustang drop in kit. The direct bolt-in hat and fuel pump assembly can support up to 1700hp when paired with a Eliminator pump!

When doing a late-model swap, it’s always good to save on money you don’t need to spend. One of those big issues is fueling a high pressure, fuel injected engine. Don’t think your mechanical fuel pump or low pressure inline pump is going to do anything. Understanding this need to fuel these engines is Aeromotive Inc and their latest Phantom musclecar fuel system.

Custom tanks aren’t always in the budget and Aeromotive knows this. They have designed a completely new fuel system that is designed to work on any tank that has at least has 5.5-inches of minimum clearance. The kit includes everything from internal baffling foam, pre-pump filter, pump, templates, etc. that you need to install this kit at home.

Some of our readers might be wondering, “But what about the fuel vapors when cutting the tank?” Jesse Powell of Aeromotive has some simple tech tips on installation, “Rinse the inside of the tank very well before installation to remove any sort of left over fuel or vapors. Also when looking for a spot to drill, use the deepest part of the tank that does not interfere with the factory float level sensor.” Check out their installation instructions here or the video below!

Mickey Thompson has long been a a leader in tires for race applications, classic muscle car and Pro-Street cars. If you’ve been to a dragstrip, you’ve seen MT tires in action.

We wanted the Street Comp to have all the latest bells and whistles and paid attention to what true gearheads said they would want in a tire. – Don Sneddon

Missing from MT’s line up was an offering for street driven or daily driven modern muscle cars. “The Modern American Muscle Car owner has been using our ET Drag, ET Street & ET Street Radial products for years, it was time the Mickey Thompson Tires put its legendary performance on the streets” said Don Sneddon of Mickey Thompson.

It took the company about two years to develop the tire, “We wanted the Street Comp to have all the latest bells and whistles and paid attention to what true gearheads said they would want in a tire,” said Sneddon. A great deal of technology went into the tire including borrowing from other already successful MT products.

MT’s top tire engineers spent months developing the tread design and proper rubber compound for this tire. They company conducted extensive track testing as well at their private test facility utilizing the modern Modern Muscle cars that the product is intended for as their test mules.

“The Street Comp was developed specifically for the Modern American Muscle Car with Performance being the number one goal,” said Sneddon. The tires feature an asymmetric tread design common on many UHP tires. The tires are designed to perform in both wet and dry conditions. They have a uniform tire quality grading (UTQG) of 300 AA A. That puts their treadwear in the upper echelon of wear rating for most UHP tires.

Fitments are available for rims from seventeen to twenty inches in diameter, and seven and a half to ten inches in width. You can find a complete chart of all the sizes available on the Mickey Thompson Tires web site.

Multiple live and recording datalogging screen options is a big plus on the iTSX

Ok we get it, there are a lot of anti-Apple activists out there that refuse to buy into the iTechnology mantra. Luckily, one company that has decided to support Android-based phones and tablets on their new tuner is SCT Flash with their iTSX.

“The best thing about iTSX being an app is the expandability,” explained Roi. “The sky is the limit because we aren’t limited by hardware like past devices. We still have some cool features planned in 2012. And of course we didn’t forget about the Android device guys or GM enthusiasts.”

SCT’s original TSX is similar to the functionality of the iTSX. It still uses Bluetooth technology to transmit data wirelessly and contains all of the main features, though the TSX comes with a touch screen display while the iTSX uses an iDevice, reducing the cost over the traditional TSX.

Since Androids are flash based devices, the SCT team had to design a brand new tuning program from the ground up. While there might be some slight differences in how both applications work, we assure you that both Android and Apple devices get all the same, great features.

The functionality of the iTSX’s tuning process is largely unchanged over their SF3 and TSX tuners, though easy-of-use is improved with it’s color on screen prompts. The application will detect the vehicle it’s tuning and display the default settings on the tune, allowing the user to easily customize the tune with a myriad of adjustments.

Another added benefit of the iTSX is its performance test capability. Unlike many other applications that rely on GPS tracking to determine the tests, the iTSX actually uses the sensor outputs to calculate. From a stop, we selected the ‘Start’ button on the performance test. Once the vehicle starts to move, the iTSX detects the movement through the vehicle’s speed sensor.

]]>http://www.lsxmag.com/features/sema-coverage/sema-2012-sct-releases-itsx-tuner-for-android/feed/0http://www.lsxmag.com/image/2012/10/MG2_1268-400x266.jpghttp://www.lsxmag.com/image/2012/11/video-itsx.jpgSEMA 2012: Dart Introduces New LS-based Engine Blockhttp://www.lsxmag.com/features/sema-coverage/sema-2012-dart-introduces-new-ls-based-engine-block/?utm_source=rss&utm_medium=rss&utm_campaign=sema-2012-dart-introduces-new-ls-based-engine-block
http://www.lsxmag.com/features/sema-coverage/sema-2012-dart-introduces-new-ls-based-engine-block/#commentsThu, 01 Nov 2012 06:34:32 +0000Mark Gearharthttp://www.lsxtv.com/?p=241047The LS engine block has proven itself time and time again to be one stout piece for making a lot of power. But as any design goes, any company can tweak and test different options with the goal of making something greater and that’s exactly what Dart Machinery is attempting to do with their new LS Next LS-based engine block.

Priority main oiling is something that Dart has carried over to this new LS block design.

“Four years ago we looked at producing an LS-based engine and decided against it, only releasing a billet version,” said Jack McInnis of Dart. “Not until around July did we look at producing this block again, coming up with our redesigned LS Next engine block.”

For those of you that are keen to the LS block’s infrastructure, you will notice that the bottom of the block – near the main caps – is missing a whole section of metal, traditionally called the Y-block design. Dart has decided to eliminate this entire area to enhance the casting quality.

What you see here now resembles what you would find on a Gen I block. “Due to this redesign, you will need a custom oil pan in which many of the popular aftermarket companies will produce,” said McInnis. Also by recessing the pan rails has naturally increased the ability to hold more oil in an overall same, complete package.

Due to this redesign, you will need a custom oil pan in which many of the popular aftermarket companies will produce. – Jack McInnis

The block also features both Gen I and Gen III styles of motor mounts,” says McInnis, which will help facilitate engine swaps into a variety of vehicles. The block also has starter mounts on both sides, again smoothing the way for installation in different applications.”

Dart set the deck height at 9.240 inches with a full 5/8-inch-thick deck. The GM LSX cast-iron block comes in either semi-finished 9.260- or 9.700-inch deck heights. Dart does not offer a tall-deck version and does not currently plan to. This overall package with a proper rod ratio will put cubic inches in the mid to high 400ci range.

For those wondering about price, the iron block will be around the same as the Little M and will be available sometime during the first quarter of 2013.

The key to making more power comes with being able to flow more air. If your air track becomes restrictive, or if your mass airflow sensor is no longer able to keep up with the faster airspeed, then you’re going to be dead in the water. One of those companies that has that handled is Granatelli Motor Sports.

We have the ability to convert 0-5 volt Ford sensors into frequency type, which can allow us to get the resolution down to one point for every ten RPM… if you wanted to.- JR Granatelli

First up is Granatelli’s mass air flow sensors. Available in frequency based for GM or 0-5 volt for Fords, these sensors can be calibrated for virtually any horsepower range. “You can always go with a larger MAF housing to gain back resolution on your MAF sensor, but if you are size limited, we can make a sensor for any application,” said JR Granatelli of Granatelli Motor Sports. “We have the ability to convert 0-5 volt Ford sensors into frequency type, which can allow us to get the resolution down to one point for every ten RPM… if you wanted to.”

Compatible with most electronics and aftermarket bolt-on performance equipment

Installs in 10-15 minutes using basic hand tools.

Next up are Granatelli’s new billet MAF housings. While these products are so new that there isn’t much information on them, we can tell you they come in a variety of sizes. Can’t find what you want? No problem because Granatelli can custom make any housing size you want – including bolt-on or slip-style flanges. “A larger MAF housing is going to allow you to flow more air and gives you more resolution for tuning,” Granatelli said.

]]>http://www.lsxmag.com/features/sema-coverage/granatelli-motor-sports-new-ford-and-gm-mass-air-solutions/feed/0http://www.lsxmag.com/image/2012/10/MG2_1451-400x266.jpghttp://www.lsxmag.com/image/2012/10/semagranatellibug.jpgProCharger Introduces Revolutionary Programmable Ratio Superchargerhttp://www.lsxmag.com/news/procharger-introduces-revolutionary-programmable-ratio-supercharger/?utm_source=rss&utm_medium=rss&utm_campaign=procharger-introduces-revolutionary-programmable-ratio-supercharger
http://www.lsxmag.com/news/procharger-introduces-revolutionary-programmable-ratio-supercharger/#commentsFri, 26 Oct 2012 01:11:19 +0000Mark Gearharthttp://www.lsxtv.com/?p=239123One of the inherent issues with superchargers is there isn’t an easy way to control boost; you have to pop the hood, remove the belt, and change the pulleys. People have put intake wastegates and boost controllers on superchargers, but this is typically bad for the supercharger, since it’s typically going to operate at full bore all the time. On the other side of the spectrum, large turbochargers create issues in form of turbo lag and increased under-hood heat – or smaller turbos typically taper off boost levels at higher RPM.

ProCharger has stepped up to the plate to create a product that’s undoubtedly one of the most revolutionary designs available in the aftermarket. What’s all the fuss? ProCharger calls it a programmable ratio supercharger. Think of a constant velocity transmission in a late-model vehicle that has the ability to vary gear ratios on the fly. When you take off from a start, A larger belt drive pulley with a smaller supercharger pulley will create immediate boost at low RPMs, and as the revs continue to climb, those pulley sizes begin to automatically reverse to give constant boost pressure at virtually any RPM.

The optional touch screen display will allow you to adjust boost levels on the fly.

The touchscreen display acts like a boost controller with four levels of boost. This technology will allow you to make more torque at a lower rpm, more horsepower at redline, and changeable on the fly for different driving conditions. There is no doubt that ProCharger’s Programmable Ratio Supercharger will be a strong contender for SEMA’s best product award.

Press Release

ProCharger Debuts Programmable Ratio Supercharger, an Industry First

LENEXA, Kan. – Accessible Technologies, Inc., manufacturer of ProCharger supercharger systems, is proud to introduce the industry’s first programmable ratio supercharger, the i-1® ProCharger. Featuring an intelligent control system and optional touch screen display, drivers can switch between 3 factory supplied performance modes, as well as a custom mode. The patented programmable i-1® design produces immediate response, even at low engine rpm, without any turbo lag or power falloff at higher engine rpm. Check out this new product in action and see the innovative internal design via 3D animation at http://youtu.be/pPrL6ebUrDU.

This latest addition to the product line delivers the many benefits of the current ProCharger offering, while adding programmable boost and cockpit control as additional features. Designed and manufactured in the USA, i-1® ProChargers feature exclusive billet impellers and rugged gear cases. Programmable boost is delivered by a highly durable variable ratio transmission design, with a rugged dry hybrid drive. ProCharger i-1® supercharger systems will begin shipping in early 2013 for a variety of late model vehicles, including 2010-13 Camaro SS, 2011-13 5.0L Mustang GT, 2008-13 LS3 C6 Corvette, HEMI 6.1L and 5.7L Challenger/Charger/300, Ford 6.2/5.4 F-150 and GM 6.2/6.0/5.3 Truck/SUV applications.

]]>http://www.lsxmag.com/news/procharger-introduces-revolutionary-programmable-ratio-supercharger/feed/0http://www.lsxmag.com/image/2012/10/procharger1-400x267.jpghttp://www.lsxmag.com/image/2012/10/procharger1-300x200.jpgMobil 1 and DVS Shoes Team Up For a Limited Edition Shoehttp://www.lsxmag.com/news/mobil-1-and-dvs-shoes-team-up-for-a-limited-edition-shoe/?utm_source=rss&utm_medium=rss&utm_campaign=mobil-1-and-dvs-shoes-team-up-for-a-limited-edition-shoe
http://www.lsxmag.com/news/mobil-1-and-dvs-shoes-team-up-for-a-limited-edition-shoe/#commentsWed, 24 Oct 2012 23:58:44 +0000Mark Gearharthttp://www.lsxtv.com/?p=237377As gearheads, we are always looking for ways to introduce style into our sport that we can wear with pride everyday. Two companies that have recently teamed up to bring that dream to life is DVS and Mobil 1. Together, they have constructed one bitchin’ set of limited edition shoes that we are looking forward to putting some miles on.

The oil resistant (ironic, huh?) wax laces help tie the full grain leather construction together. Once your foot slides past the perforated polyurethane tongue, your toes will meet the super soft pig skin inner lining and molded EVA footbed. The Mobil 1 branding can be found on the heel, tongue, along with the antiqued metal Mobil 1 quarter badge on the side.

We know what shoes we plan to break in at SEMA next week. Don’t forget to get your custom set soon as these limited edition shoes won’t last!

Press Release

Mobil 1, the world’s leading synthetic motor oil brand, has long been the lubricant of choice for race teams competing in motorsports series across the globe. It is relied on for its ability to deliver exceptional all around performance and protection under extreme operating conditions. The Mobil 1 brand has a storied track record of race winning performance. In 2009, Mobil 1 eclipsed the notable plateau of powering 100 Formula One Grand Prix race victories, while further wins continue to be added in various motorsports around the world.

Mobil 1 uses its partnerships as a proving ground for testing a wide range of new ideas and products that ultimately influence performance, both on and off the track. To that end, Mobil 1 has collaborated with globally recognized footwear manufacturer, DVS Shoe Company, to introduce the exclusive co-branded Mobil 1 Racing X DVS Shoe.

Selected for impeccable workmanship and attention to detail, DVS Shoe Company worked carefully with Mobil 1 to select key heritage, leadership and brand attributes, and authentically translate them to the shoe’s ultra clean, low profile silhouette. A premium affair at every turn, intelligent nods to the Mobil 1 brand abound.

From the subtle, yet vibrant, Mobil 1 racing stripes and branding on the tongue, to the antiqued metal Mobil 1 badge and screen-printed Mobil Pegasus logo set beneath the crystal outsole, the Mobil 1 Racing X DVS collaboration is the perfect juxtaposition of legacy styling and forward-thinking performance synonymous with the Mobil 1 brand.

]]>http://www.lsxmag.com/news/mobil-1-and-dvs-shoes-team-up-for-a-limited-edition-shoe/feed/0http://www.lsxmag.com/image/2012/10/MG2_1067-400x266.jpghttp://www.lsxmag.com/image/2012/10/MG2_1067-300x200.jpgSneak Peek: First Photos of SCT’s Livewire TS Tunerhttp://www.lsxmag.com/tech-stories/ignition-electronics-efi/sneak-peek-first-photos-of-scts-livewire-ts-tuner/?utm_source=rss&utm_medium=rss&utm_campaign=sneak-peek-first-photos-of-scts-livewire-ts-tuner
http://www.lsxmag.com/tech-stories/ignition-electronics-efi/sneak-peek-first-photos-of-scts-livewire-ts-tuner/#commentsMon, 17 Sep 2012 22:36:36 +0000Mark Gearharthttp://www.lsxtv.com/news/sneak-peek-first-photos-of-scts-livewire-ts-tuner/There has been an electronic marvel that has been sitting on our desks for the last few weeks. Something we were sworn to secrecy on until today, when the SCT Livewire TS was officially released. It’s so new that we cannot link you to SCT’s product page for the Livewire TS yet…because it doesn’t exist.

For those who are familiar with SCT’s line of tuners, you will recognize the overall design from the discontinued TSX. It borrows the same overall frame of the TSX, but is enhanced further with a durable, rubberized coating the helps flight scratches to the unit.

The name implies it all - the Livewire TS is a wired, but full touch screen tuner

Again, those familiar with SCT’s tuners remember their first, and also discontinued, Livewire.The function is implied through the name; the Livewire does utilize a wired cable that connects the 4-inch full color touch screen display to your OBD-II port. A few inches from the OBD-II port on that wire is a analog input for using 0-5 volt sensors, plus a mini jack that can be used for a backup camera.

The software framework of the Livewire TS is borrowed from their wireless iTSX tuner with a unique look. It employs all the same features like built-in performance calculator, recordable datalogging screens, DTC scanner, and of course tuning. The screen has even adapted swiping technology like you would find on an iPhone.

While a wireless connection is always convenient, the wired connection is hands down faster when it comes to flashing your vehicle. For example, the iTSX requires an iPhone (or similar Apple device) to send the tune to the tuner, then the tuner uploads it to the vehicle. If you want to make changes to your tune, the process is repeated. With a wired device like the Livewire TS, the display sends any customized tune directly to the PCM in one step. Not saying the iTSX is slow at transferring, but if you are modifying tunes a lot, the Livewire TS will be a faster solution.

Live feedback from a myriad of engine sensors with programmable warning points is one of the many options offered through the gauges/datalogging screen. For 2011+ Mustang owners, SCT will soon have an update that will allow you to monitor both of your factory wideband oxygen sensors, like the iTSX already features.

(Left) You can see the programmable option we set for the coolant temperature wiring in the above photo. Next you can see the front screen layout and swiping technology in action. Finally, we did a test brake test on our 2011 Mustang project, and yes it does stop from 60 mph in less than 100 feet.

Keep an eye out for a full video tutorial on the features as well as an accompanying tech article.

]]>http://www.lsxmag.com/tech-stories/ignition-electronics-efi/sneak-peek-first-photos-of-scts-livewire-ts-tuner/feed/0http://www.lsxmag.com/image/2012/09/IMG_2871-400x266.jpghttp://www.lsxmag.com/image/2012/09/IMG_2871-300x200.jpgA Guide to Picking the Right SCT Flash Tunerhttp://www.lsxmag.com/tech-stories/ignition-electronics-efi/a-guide-to-picking-the-right-sct-flash-tuner/?utm_source=rss&utm_medium=rss&utm_campaign=a-guide-to-picking-the-right-sct-flash-tuner
http://www.lsxmag.com/tech-stories/ignition-electronics-efi/a-guide-to-picking-the-right-sct-flash-tuner/#commentsWed, 01 Aug 2012 01:25:18 +0000Mark Gearharthttp://www.lsxtv.com/news/a-guide-to-picking-the-right-sct-flash-tuner/
So after weighing the options, talking to your buddies, and calling a few shops, you have finally decided to settle on an SCT Flash tuner. But the next big question arises; what the heck should I pick? Don’t blow your brains out with confusion just yet, we have a quick and dirty guide that will help guide you to your final destination.

While each SCT tuner has its own bells and whistles, there are many features all of the devices/products share…though the process of doing them may differ slightly.

“‘Which tuner do I need?’ is one of the biggest question we get, and with good reason, we have lots of different programmers,” said Tim Roi of SCT. “To help our customers choose the right programmer for them, we ask ‘What features are they interested in?'”

Roi continued, “Do they need to datalog their vehicle or do they want to measure the performance of their vehicle using the device? Are they going to program their vehicle and then simply leave the tuner in the trunk or are they interested in monitoring the vehicles OBD-II data while they drive? Do they have a smart phone? Are they interested in a wireless solution? What is their budget? All of these features come into play when choosing an SCT tuner.”

Pre-Loaded Tunes and User Adjustable Options

This means that if SCT supports a customizable, dyno-proven strategy tune for your vehicle, there is no need for the additional cost of a custom tune. SCT even has special tunes designed for popular air intake upgrades to further maximize horsepower. Except for the X3, which is specifically designed for custom tunes only, SCT tuners include a pre-loaded tune option.

A big benefit to SCT’s pre-loaded tunes is the ability to adjust them; there are a wide array of custom options that can be further explained on the SCT Flash website, though some popular features are axle ratio, tire size, speed limiter, WOT fuel, and idle speed.

Custom Tuning

Each flash tuner has a variety of options, including datalogging and custom tune support.

A custom tune is a way to harness every ounce of horsepower from the modifications you have installed on your car. SCT’s authorized tuners can create a tune based on their tuning experience with common modifications, or even create a remote tuning session for wild applications like turbos and superchargers. Once a tune file is created, the tuner will E-mail it to you so that you can load it onto your SCT device.

All of SCT’s tuners can hold up to three custom tunes, except for the iTSX that can store ten. So let’s say you’ve got a daily driver that has a nitrous system installed, and you run race fuel at the track. You can upload the nitrous tune in a matter of minutes from the track, and then return the car back to stock (or another street-friendly tune) for the ride home. A “Return To Stock” feature keeps the vehicle’s original tune file stored in the SCT device for safe keeping.

Many custom and pre-loaded tunes come with User Adjustable Options, which allow you to tweak a wide range of the engine’s (and vehicle’s) perimeters. These include options for what octane pump gas is in the vehicle, what temperature the fans should come on, and even the gear ratios in your vehicle’s rearend. You can also set speed or RPM limits, advance/retard timing, and add or subtract fuel during wide open throttle.

Diagnostic Trouble Codes

Continuing with the shared options, is the ability to read and clear Diagnostic Trouble Codes (DTC) from the vehicle’s PCM. This is a great aid for checking and clearing any trouble codes that may arise.

Datalogging/Sensor Monitoring

The last similarity is monitoring and datalogging capabilities, which are a crucial tool when it comes to supplying tuners with valuable information. Also datalogging can be valuable by monitoring what is going on with the engine during a run at the track, logging perimeters like air/fuel ratio, coolant temperature, and air intake temperature.

SCT's Advantage software is a very popular datalogger that allows users to overlay information recorded from the vehicle's PCM into easy-to-read graphs.

The tuners can also monitor information coming from external sources by plugging them into one of the four analog ports on the tuner. Say you have a wideband or EGT sensor; just wire the 0-5 volt sensor output wire into the tuner’s analog port and it will log all that information, that can be displayed on the screen, or uploaded to a computer.

SCT’s Most Popular Tuner – The SF3

SCT’s SF3 is the most affordable tuner that does everything you need. “For the average enthusiast that simply wants to load a tune into their car to get maximum performance from their bolt-ons, we recommend our SF3/X3 device,” explains Roi. “It is the most economical tuner we have, but still has the ability to datalog the vehicle if required later.”

(Left) SCT's strategy tunes give the user a wide range of options, like octane level, disabling rear O2 sensors, and even a custom air intake. (Right) While the SF3 does support custom tuning as well, the X3 is designed specifically for custom tunes.

While it might look really basic with its no-frills display, the SF3 is actually SCT’s fastest flash tuner. The iTSX both send the tunes to the OBD-II receptacle before it’s uploaded to the PCM. Because the SF3 and X3 are hardwired, the tune is sent directly to the PCM.

Similar to the SF3, the X3 is designed for custom tuning only. It has all the same great features as the SF3, and it’s just as fast, but without the built-in strategy tune capability. The X3 is a popular choice for companies designing custom tunes to go along with a power adder. This helps prevent users from accidentally loading the strategy tune, rather than the custom tune designed to be used with those parts.

SCT’s Newest Tuner – The iTSX

No more worrying about cables, dongles or other bulky items; the iTSX fits in the palm of your hand and fits neatly onto the vehicle’s OBD-II port where it transmits the vehicle’s information directly to an (iDevice) Apple device. “Something not many of people don’t know about iTSX is 95% of SCT’s staff had no idea we were making it until eight months into the development – myself included,” said Roi. ” We knew this product was going to change the tuning industry and we didn’t want to risk an accidental leak or word getting out about what we were going to do.”

Let’s take a look at some of the iTSX’s capabilities.

Now that our graphics guys know how to create more gauge sets, watch for some very cool gauge themes & layouts shortly.

SCT’s original (and discontinued) TSX is similar to the functionality of the iTSX. It still uses Bluetooth technology to transmit data wirelessly and contains all of the main features, though the TSX came with a touch screen display while the iTSX uses an iDevice.

Installing the iTSX app is no different than installing any other application; log into the iTunes store with your free account and type in “iTSX” into the search bar. The download is free and does not require any additional sign up to use.

The functionality of the iTSX’s tuning process is largely unchanged over their SF3 tuners, though easy-of-use is improved with it’s color on screen prompts. The application will detect the vehicle it’s tuning and display the default settings on the tune, allowing the user to easily customize the tune with a myriad of adjustments.

For those of you refusing to buy Apple products, SCT now offers the TSX for Android phones as well. The Android is a Flash-based phone, so while it looks different than the iTSX, it is fundamentally the same.

The custom tuning support is where the iTSX really shines. With the ability to store up to 10 custom tunes (over three times the normal amount) the iTSX will load tunes through email or USB connection. This eliminates the need to open up an additional Windows-based SCT updater to load the tunes. Additionally, tuners can protect end users with custom tunes, by disabling the preloaded tune function so an incorrect tune can never be loaded.

Datalogging, Customize Warnings and Sensor Ranges

The gauges are customizable for the ranges you want to display, plus high and low warnings can be set that trigger an internal warning light. Once you select what gauges you want to display, you can also record and export them.

While the gauge layouts are limited with the new release, SCT pledges to have a large array available soon, “We recently received the details on how to create more gauge layouts from our software engineers,” said Roi “Now that our graphics guys know how to create more gauge sets, watch for some very cool gauge themes and layouts shortly.”

Current gauge options come in the form of three numerical readouts, or one sweeping gauge with one numerical read out above it. Unlike a typical analog gauge that gives a fixed gauge sweep, the iTSX gauges can be programed for any specific range. For example, the engine speed could be displayed on the sweep-style gauge that only registers 4,000 to 7,000 rpm so you could have a much finer detail of when you are approaching the vehicle’s red line. Speaking of red line, all the gauge parameters come with both high and low settings that will trigger the gauge to show red once either one of these ranges have been triggered, which could even be used as a shift light.

Another added benefit of the iTSX is its performance test capability. Unlike many other applications that rely on GPS tracking to determine the tests, the iTSX actually uses the sensor outputs to calculate. From a stop, we selected the ‘Start’ button on the performance test. Once the vehicle starts to move, the iTSX detects the movement through the vehicle’s speed sensor.

The iTSX software is first downloaded from the Apple iTunes store. Before starting the software, make sure you pair the iPhone's Bluetooth with the iTSX device. From there, the potential of the iTSX can be unlock. While it is very similar to the TSX's functionality, we think the uploading experience on the iTSX is greatly enhanced.

So you thought that Mickey Thompson Tires was all about cruiser or drag racing tires? Well, guess again. Here is the latest top secret project from M/T, their new Street Comp ultra high performance tire.

While there isn’t a lot of information on this new tire yet, we have been told that the tires have already broken the 1G mark on the skidpad and promise to be a strong contender among rival UHP brands.

The Street Comp boasts a 300 treadwear rating with AA traction and A temperature. They will be released to the public in September, but keep an eye out for a road test from us between now and then.

Say, who likes free stuff? Why sure, we all do. But how about a free car? Now you’re speaking our language. Nitto Tire is doing exactly that, and they’re doing it – of all places – on Facebook. Yup, that social meat market that was only for catching up with old high school pals and to see what your ex is up to is going to play home to Nitto’s Fan Drive Sweepstakes.

We are heading down to the wire with the sweepstakes with only about three weeks left to vote and we are here to let you know how things stand. As of Monday the numbers looked like this:

1. Chevrolet Camaro– 3,503 votes

Torq Thrust wheels

Side Skirt Decal

NT05 tires

2. Nissan 370z – 3,466 votes

MR117 split five spoke wheels

Rear Window Decal

INVO tires

3. Dodge Challenger – 3,287 votes

Torq Thrust wheels

Side Skirt Decal

NT555 tires

It's still anyone's game! Click the link to vote!

If you are thinking, “There is no way my combination will take the top spot,” then think again. Since Monday the Challenger has jumped to the number one spot, pushing down the Camaro and 370Z, so it is still very much anyone’s game!

Overall, the sweepstakes has been very successful with 52,866 designs submitted and 28,285 people enrolled to win one of these cars. Also, Nitto’s Facebook fan count just cracked the 1 million mark with 1,023,310.

While we see both the Camaro and Challenger in the top two of three spots, we are a bit surprised the Mustang is not there. With 412 horsepower on tap from the new 32-valve 5.0, it would be almost silly for people not wanting to take home the only 12 second car in the entire sweepstakes! Tell your friends, tell your family, we need to make this an all muscle car podium finish!

Ok You Got Me, How Does It Work?

So what’s the deal? What’s in it for me, you ask? Easy. Nitto is giving away one of nine different cars with a choice of nine different wheel and tire options! Seriously.

Whether you’re looking for some retro Detroit muscle in the form of a new Camaro, Mustang or Challenger; an import tuner – choosing between a Nissan 350Z, a Hyundai Genesis, or a AWD Subaru WRX STi; or some big boy fun behind the wheel of a Ford F-150, a Chevy Silverado or a new Ram 1500, Nitto is offering something for everyone.

Seems easy enough, right? Pretty much. Just go to Nitto’s Facebook page and select the car you want to customize! Next, you’ll pick the wheels, decals and tires you want your “dream ride” to sport. When you submit your custom package, you enter into the running.

But there’s a catch: the car (or truck) that you’ll win might not be the one you opted for. It turns out that the winner will drive home the most popular package. So while you might be wishing for a Ford pickup, you might win a Nissan 370z.

The way to win the car of your heart’s desire is to enter the same package over, and over, and over again. Each time your favorite combination is submitted, the higher its popularity climbs up the chart. Yeah, it’s a popularity contest…just when you thought you were done with high school!

Now if you’re not on Facebook but still want to play along, you can mail in your submission, just write on a postcard your complete name, street address (no P.O. Boxes, please), city, state, and zip code along with your daytime phone number, age and email address and mail it to:

Kicked off on the 2nd of September, Nitto’s Fan Drive Sweepstakes will run all the way until 11:59pm (Eastern Standard Time, 8:59pm PST) on December 31, 2011. When the clock strikes 12 midnight at the end of the year, the contest ends. Then, the winner will be selected by random drawing. So it doesn’t matter how many times you enter your car to win, your chances remain the same as everybody else’s. Fair is fair, after all.

Garrett is one of the biggest names in the industry when it comes to making turbochargers, and while performance turbos are important to them, it really is a small amount of what Garrett builds every day. Performance turbos though is really where a company like Garrett can show that they mean business and can produce an extremely efficient and powerful line. The Rolex of the Garrett brand are their GTX series of turbos.

While there are traditional GT series turbos with similar specifications built with the same name, the GTX turbos boast an array of upgrades that allow them to be more efficient on the bottom and top of the boost map to better compliment small and large displacement motors. This means Garrett can build a turbo that can be more efficient at making boost throughout the RPM range, which results in more horsepower per pound of boost made.

GTX turbos can see as much as a 10% gain in flow while supporting power levels from 375 to over 2,000 horsepower. These turbos are so diverse that Garrett has seen customers swap from small block to big block combinations and not even need to replace their turbos.

There has been a longing for an aluminum center section that can hold up to the rigors of street driving. Typically slight deflection of the aluminum near the end caps can cause the ring gear to inconsistently wear with the pinion. Strange Engineering has listened to the cries and has released a center section with thru-studs, meaning there are no bolt heads on the end caps and only on the differential’s front face.

Additionally, Strange has added more webbing to the front of the case to increase rigidity, resulting in the construction of a brand new pinion support to accommodate this new design. The oil scavenging channel effectively lubricates the pinion bearings for the most demanding street applications. An integral pinion support drain and lubrication channel further improves oil circulation.

The Strange HD aluminum case is made from 206-T4 heat treated aluminum that has a 12% higher yield strength and 32% higher tensile strength when compared to commonly used 356-T6

Each of these superchargers can now create between 5-8 more pounds of boost.

You cannot watch a round of heads up drag racing (unless it’s a non-power adder class) without seeing a ProCharger-powered car run down the track. Being able to support anything from 100 to 3,000 horsepower through a single supercharger, with over 25 different applications on tap, makes ProCharger a universal name in all facets of racing.

Starting at the A, B, C, P, and D series, these street-type superchargers have the ability to support up to 925 horsepower. But what really shines is ProCharger’s F series line of racing superchargers that make up nearly one-half of all their applications. With new emerging technology, ProCharger has been able to update their blowers to be more efficient over previous generations.

Looking to make 1,800 to over 3,000 horsepower through a single supercharger? Then you have to take a look at ProCharger’s redesigned F-3A-121, F-3R-130 and the F-3R-136. “We have gone back and redesigned the impeller, increasing it from 10 to 12 blades, to make it a more efficient supercharger,” said Dave Werremeyer of ProCharger. “Additionally, each of these superchargers can now create between 5-8 more pounds of boost.”

But What Are The Applications?

F-3A-121 is designed primarily for a well-built small block application while producing up to 40 PSI of boost and 2100 hp
F-3R-130 is still a great application for small blocks, as well as racers transitioning into big blocks, while supporting 2600 hp and 40 PSI of boost
F-3R-136 are for serious big block applications that need to make over 3,000 hp and 50 PSI of boost.

AEM Electronics has partnered with Racepak to make a V-net friendly Dyno-Shaft application that will allow Racepak users to measure their vehicle’s horsepower on the fly

Want to know what is going on exactly with your car via video while checking your datalogs? Did you get out of the groove, spin the tires slightly, get on the wheelie bars, etc? Well now you can know with Racepak’s DataLink Software! Want brag with your friends or need tuning advice? Racepak will soon have an option that allows you to upload your video log directly to Facebook.

This system allows the use of a remote or onboard camera to capture video and incorporate it right alongside your other recorded data. The high speed video provides images beyond those visible to the human eye, and as already led to some exciting and unexpected discoveries.

Simply import your solid state video cards with Racepak’s software and sync the 0 time of the video’s start point with the start point of your log and the DataLink does the rest. Watch the videos as a small window as you look at the expanded datalogs, or switch to video view and overlay a wide variety of graphical data, including a Racepak dash!

DataLink Technical Information:

Graphs: With the DataLink graphs you can quickly see what your car is doing. Clicking on a channel button allows you to illuminate the graph line for that respective function, and you can illuminate as many functions at once as you desire. The different colors of each graph line help you identify each function at a glance. Graphs can be expanded or compressed, or you can zoom in for a full screen view on any area of interest.

Numeric Values: When moving the vertical cursor bar across the graph the numeric values of each monitored function, at the cursor’s position, will be displayed alongside its channel button. These values are present whether the channel’s graph line is displayed or not.

Timeline: DataLink relates all functions to a timeline. This permits you to pinpoint exactly when an event took place. Each program version lets you establish a ‘zero’ or ‘start’ point for the timeline. For example, this zero point might be opening of the throttle, the first revolution of the driveshaft, or some other identifiable event. The graph screen contains a small window that displays the time, to the 1/1000th of a second, from the zero point to the cursor location. Simply place the cursor on any event you see, and you’ll instantly know when it occurred.

Overlay Files: All DataLink programs, except File Viewer, have the ability to overlay the graphs from multiple files. This gives you the ability to quickly compare any recording against another. Diagnosing the results of tuning changes or driving techniques becomes instantly obvious.

We remember being at the LSX Shootout in 2009, shortly after the 2010 Camaro release, and watched nearly a half-dozen moderate horsepower fifth generation Camaros brake something in their driveline right off the green light. Hitting the tires really hard on a IRS vehicle can reek havoc on half shafts and driveshafts, and there was simply nothing to upgrade to at the time.

While the Driveshaft Shop did release upgraded half shafts and driveshafts for the fifth gen shortly after, most people have been running the stock center section. Moser Engineering though, has partnered up with the Driveshaft Shop to create a complete rear driveline conversion targeted for these late-model 12-bolt rear ends. Offered in three stages, the new HammerHead rear end packages include everything from 33 spline TrueTrac differential upgrades, up to Moser’s indestructible 9310 alloy solid spool.

The HammerHead case itself is offered in aluminum or nodular iron, and is paired with 1400 hp 30 spline axles. This allows for a true bolt in rear end upgrade without the hassle and power loss associated with a Ford 9-inch retrofit.

]]>http://www.lsxmag.com/features/pri-coverage/pri-2011-mosers-2010-camaro-irs-rear-end-package/feed/0http://www.lsxmag.com/files/2011/12/IMG_48102-400x266.jpghttp://www.lsxmag.com/files/2011/12/IMG_48102-300x200.jpgPRI 2011: Moser Rear Drag Brakes For Virtually All Rear Endshttp://www.lsxmag.com/features/pri-coverage/pri-2011-moser-rear-drag-brakes-2010-camaro-irs-rear-end-package/?utm_source=rss&utm_medium=rss&utm_campaign=pri-2011-moser-rear-drag-brakes-2010-camaro-irs-rear-end-package
http://www.lsxmag.com/features/pri-coverage/pri-2011-moser-rear-drag-brakes-2010-camaro-irs-rear-end-package/#commentsMon, 05 Dec 2011 18:07:45 +0000Mark Gearharthttp://www.lsxtv.com/?p=91549Some have said that for every pound you can remove from a vehicle’s rotating weight can equate to remove seven pounds from the chassis. While a vented rotor does serve its purpose in many facets of racing, drag racing isn’t a place where it is required, thus going to a plate rotor is the first step to dramatically reducing the rotating weight of a braking system, and that is exactly what Moser Engineering has done with their new race rear brake system.

Beginning with the caliper, Moser designed a competition race series four piston aluminum anodized forged billet caliper made of 6061 T6 billet aluminum instead of cast. Stainless steel piston and Teflon coated one piece bleeder screws are included in the design with dual crossover ports for quicker fluid release on the outboard pistons.

The kit ships with Hawk pads while the rotor/hat design features a two piece keyed, slotted and drilled rotor. This is combined with a hat that utilizes a spiral retaining ring to help allow for more radial growing during high temperature cycles. The entire Moser brake package stems from four years of R&D and track testing.

]]>http://www.lsxmag.com/features/pri-coverage/pri-2011-moser-rear-drag-brakes-2010-camaro-irs-rear-end-package/feed/0http://www.lsxmag.com/files/2011/12/moservid.jpghttp://www.lsxmag.com/files/2011/12/moservid.jpgPRI 2011: Lighter and Smaller Blow off Valves From Turbosmarthttp://www.lsxmag.com/features/pri-coverage/pri-2011-lighter-and-smaller-blow-off-valves-from-turbosmart/?utm_source=rss&utm_medium=rss&utm_campaign=pri-2011-lighter-and-smaller-blow-off-valves-from-turbosmart
http://www.lsxmag.com/features/pri-coverage/pri-2011-lighter-and-smaller-blow-off-valves-from-turbosmart/#commentsSat, 03 Dec 2011 06:06:02 +0000Mark Gearharthttp://www.lsxtv.com/news/pri-2011-lighter-and-smaller-blow-off-valves-from-turbosmart/
One of the most important parts about making boost, is allowing a way for that additional pressure to escape the intake pipe when the throttle body closes. Without that ventilation, the boost hits a wall (throttle body blades) and bounces back into the compressor of the turbo, slowing it down and causing unneeded bearing wear. Also with a turbo system, space can sometimes be tight to fit a blow off valve to vent this off acceleration pressure.

To help combat those tight engine bays, Turbosmart has introduced a redesigned, smaller version of their Race Port blow off valve, called the Vee-Port PRO. Designed for motors up to 300 hp (or 600 hp if you add two) these Vee-Port PRO BOVs were re-designed from the ground up, and are 20% smaller and 33% lighter than its predecessor. Featuring a hard anodized aluminum piston, the new Vee-Port PRO offers high flow capabilities in a lighter, more compact package.

Speaking of Race Port, Turbosmart recently redesigned it by reducing the size and cutting weight, making it ideal for circuit and drag racing use on large capacity turbo systems creating over 800+ horsepower. The Race Port blow-off valve is a fraction of the size of the superseded model and provides an ideal combination of maximum flow and minimal weight.

The 6 gallon fuel cell above features Aeromotive's A1000 pump, but will soon be optioned with a cost-saving 340 Stealth.

Aeromotive, one of the leading fuel system brands, is well known for their Stealth fuel cell systems that come with an integrated A1000 or Eliminator pump, with the capability of supporting well over 2,000 hp, depending on induction type. Now to help cut the costs of their fuel cells for people that don’t need a pump that can handle 1000 hp+, Aeromotive will begin to option the cells with a 340 Stealth pump as well.

The 340 Stealth pump should support 500-600 hp, depending on induction type. Compared to other popular aftermarket pumps, at 40 psi the 340 boasts more than 340 lph- that’s over 30% more flow that conventional in tank-type pumps. While Aeromotive doesn’t have pricing for this new tank yet, we are suspecting around a $200 retail price drop when just comparing the cost of the Stealth 340 to an A1000.

Offered in 6-20 gallon applications, also include a pre-pump filter built right into the fuel cell. Aeromotive’s innovative integral baffling system maintains a column of fuel at the pickup point, eliminating fuel slosh issues making these cells perfect for any application.

Simply strap the cell in, hook up your feed and return lines and your done. Now you have a complete “in tank” fuel system without the need for expensive custom tanks or the hassle of welding sump boxes or modifying inadequate pick up tubes. The 15 and 20 gallon options even include a fuel level sending unit, though the 6 gallon does not.

Intake air temperature, oxygen, knock, mass air flow – some of these sensor names are still Greek to many people out there. For those that know what they are, you have really only used these words in tuning for the last few decades. A new computer bought today is old technology tomorrow and while the automotive technology can lag, recently it has caught back up with the information age. This all sounds like a trip around the “Spaceship Earth” ride at Epcot, but it’s a reality that has been emerging more and more in the performance aftermarket in just the last couple years.

Remember when you needed that many gauges?

I built my first performance vehicle in the late 1990s and I remember paying a lot of money to get it tuned, at best, semi “correctly”. There was that one guy in my town (or that you had to fly in) that specialized in the type of aftermarket standalone ECU I had. He charged me an exorbitant amount of money to dyno test it, because he knew that he was the only one that could do it. Whether it was switch chips, EPROMs or the more advanced ‘on the fly’ tuners that still needed to be shut down between adjustments. It was a bunch of numbers on a grid that was ran on MS-DOS-looking programs. It sucked.

Remember all the gauges? It was like sitting in the cockpit of a commercial airliner. Boost, coolant temp, fuel pressure, oil pressure, oil temperature, EGT (pyrometer), air/fuel, and more could be seen in ONE vehicle at any local hang out spot. There are even companies that specialize in making gauge holders that fit in inconspicuous places just because there was no more room on your pillar, dash, and air vents. Between the tuning and gauges cost, you were knee deep in a second mortgage on your house.

Traditional gauges are still functional, but race-only type gauges can be substituted for digital, portable types.

Finally (thank God) technology has caught up. No longer do you need a pillar full of gauges to get the information you need or pay a tuner to fly in to tune your vehicle. Don’t get me wrong, pillar gauges are still a vital asset to have – I have an AEM boost and water/meth gauge in my 2011 Mustang – but the less vital gauges can now be consolidated into LCD displays.

For example, I use SCT’s Touch Screen Xtreme at the track to both monitor and datalog intake air temp, coolant temp, and my wide band, plus load in track-only tunes. Plus, the tune in my vehicle is so stable that I don’t need to look at anything else while I drive. Additionally, an AEM X-WIFI wirelessly streams dual EGT and a single channel wide band directly to my iPhone…without the need of an app. Now anyone has the ability to monitor over 50 critical engine functions with a single device.

New digital tuners like the SCT TSX can not only tune your vehicle, but monitor a wide range of sensors in a wide variety of layouts. The X-WIFI (right) streams dual EGT and a single channel wideband to mobile devices.

An additional option that has made monitoring easier is the addition of 0-5 volts output from an electronic gauge controller. This added feature allows a single gauge signal to be inputed into a variety of data loggers and stand alones.

Where prices have tumbled the most in the last 10 years is the cost of tuning. While stand alones still have their place in racing, factory computers have become so advanced that power levels of over 1000HP on the stock PCM is now a reality. More manufactures are using wide band 02 sensors from the factory, (like the 2011 Mustang) as it offers spot-on air/fuel ratios regardless of driving conditions. They are so repeatable that you can simply tell a tuner what modifications are on the vehicle and get a properly-operating tune right in your email inbox. For carbureted folks that are scared to convert, there are kits like FAST’s EZ-EFI that installs on a vehicle in a few hours and never has to be taken to a dyno to tune.

While the 1960s might have been the best time to be a muscle car enthusiast, I believe that 40 years down the road the late 2000s will become the new prime era to own muscle cars. Not only are the vehicles more powerful, but the ability to make more horsepower has become so much easier.

Even for people with carburetors can convert to fuel injection in a few hours and run a auto tuned PCM.

Ok we get it, there are a lot of anti-Apple activists out there that refuse to buy into the iTechnology mantra. That is fine and dandy, but we have to tell you that your missing out on a lot of great technology, like SCT’s new iTSX. Maybe you are stuck on an infinite phone plan with your cell phone provider, but for God’s sakes, at least get yourself an iPod Touch!

We will get off the Apple kick for now, but the technology built into SCT iTSX isn’t something to go overlooked. No more worrying about cables, dongles or other bulky items; the iTSX fits in the palm of your hand and fits neatly onto the vehicle’s OBD-II where it transmits the vehicle’s information directly to an (iDevice) Apple device. “Something not a lot of people don’t know about iTSX is 95% of SCT’s staff had no idea we were making it until eight months into the development – myself included,” said Tim Roi of SCT. ” We knew this product was going to change the tuning industry and we didn’t want to risk an accidental leak or word getting out about what we were going to do.” Let’s take a look at some of the iTSX’s capabilities

TSX, iTSX – What’s the difference?

SCT’s original TSX is similar to the functionality of the iTSX. It still uses Bluetooth technology to transmit data wirelessly and contains all of the main features, though the TSX comes with a touch screen display while the iTSX uses an iDevice, reducing the cost over the traditional TSX.

Installing the iTSX app is no different than installing any other application; log into the iTunes store with your free account and type in “iTSX” into the search bar. The download is free and does not require any additional sign up to use. The next step will be to plug the iTSX into the vehicle’s OBD-II port, which is directly below the steering wheel and under the dash of our 2011 Mustang test vehicle. An LED on the front of the iTSX will blink fast, notifying you that a connection to the Apple device has not been established yet.

Next go to the Settings icon on the iDevice and click the Bluetooth tab, which will then locate and ask you to connect to the iTSX. Once the connection has been established, the LED on the iTSX will turn blue…blue LED for an activated Bluetooth, get it? With the key in the start position or with the vehicle on, now you can finally load the iTSX application.

From the left, the application is first downloaded from the iTunes store. After that, pair the phone to the iTSX device once it is plugged into the OBD-II port. If the iTSX is not paired to the iDevice, then you will get the 'Don't have an iTSX' screen that allows you to read the manual, watch the demo, find a place to buy it or look to see if your vehicle is supported.

Vehicle Tuning

The functionality of the iTSX’s tuning process is largely unchanged over their SF3 and TSX tuners, though easy-of-use is improved with it’s color on screen prompts. The application will detect the vehicle it’s tuning and display the default settings on the tune, allowing the user to easily customize the tune with a myriad of adjustments. The soon-to-release custom tuning support is where the iTSX really shines. With the ability to store up to 10 custom tunes (three times the normal amount) the iTSX will load tunes through email or USB connection. This eliminates the need to open up an additional Windows-based SCT updater to load the tunes. Additionally, tuners can protect users with custom tunes by disabling the preloaded tune function so an incorrect tune can never be loaded.

Once in the vehicle tuning section, the iTSX will automatically detect your vehicle. From there it shows the current tune settings, which in most applications can be highly modified. SCT even includes tunes for popular air intakes, gear ratio, octane, and many more options. Once the settings are applied, the tuner will walk you though a few prompts as it flashes the computer, alerting you when it's done.

Now that our graphics guys know how to create more gauge sets, watch for some very cool gauge themes & layouts shortly.

On Screen Virtual Gauges

Be the first kid on your block with a 21st century digital monster tach and shift light with a window-mounted iPad! While the gauge layouts are limited with the new release, SCT pledges to have a large array available soon, “Last week I received the details on how to create more gauge layouts from our software engineers,” said Roi “Now that our graphics guys know how to create more gauge sets, watch for some very cool gauge themes & layouts shortly.”

Current gauge options come in the form of three numerical readouts, or one sweeping gauge with one numerical read out above it. Unlike a typical analog gauge that gives a fixed gauge sweep, the iTSX gauges can be programed for any specific range. For example, the engine speed could be displayed on the sweep-style gauge that only registers 4,000 to 7,000 rpm so you could have a much finer detail of when you are approaching the vehicle’s red line. Speaking of red line, all the gauge perimeters come with both high and low settings that will trigger the gauge to show red once either one of these ranges have been triggered, which could even be used as a shift light.

First select the correct vehicle PIDs, which are the perimeters that will be detected on a given vehicle. Next slide the 'gauge selection' screen left or right to select from the different gauge layouts. Each perimeter in the gauge layout can be customized from the PID list, including its range and warning points.

When it comes to recording the vehicle data, Roi responded, “All of our devices have that capability and iTSX will be no different. iTSX will be able to data log your vehicle and playback that data on your iPhone / iPad or export the data for playback in the newest version of our Live Link Desktop data logging software.”

Our 2011 Mustang actually makes about 540 rwhp with its street tune, though the torque and 0-60 times are skewed since first and most of second gear are useless on the Stang's stock street tires.

Built In Performance Tests

Another added benefit of the iTSX is its performance test capability. Unlike many other applications that rely on GPS tracking to determine the tests, the iTSX actually uses the sensor outputs to calculate. From a stop, we selected the ‘Start’ button on the performance test. Once the vehicle starts to move, the iTSX detects the movement through the vehicle’s speed sensor. From there we performed a first through second gear run on our 2011 Mustang, and since it’s daily driven on the stock 235/60/18 street tires, most of those gears were worthless. Once we get back to the track with the drag radials installed, we will see how it equates to the track’s slips.

Diagnostic Code Reader

The last feature offered on the iTSX is the diagnostic code reader. This option is designed to help troubleshoot check engine lights and identify the source of the problem. If a trouble code is activated, the tuner has the ability to erase the codes, and hopefully eliminate a short term fault.

The Technology Is In Your Hands

The iTSX gives enthusiasts with Apple devices the ability to reduce the cost and clutter commonly associated with aftermarket tuning. A small and simple device plugs into your OBD-II port, while the iTSX application automatically pairs to it. Custom tuning has been simplified as mail order tunes can be loaded directly to the device and don’t have to go through the hassle of connecting to an additional program to load the tunes. The virtual gauge set works great for fast-displaying heads up gauges and also a means of data logging.

And SCT isn’t done developing the iTSX, “The best thing about iTSX being an app is the expandability,” explained Roi. “The sky is the limit because we aren’t limited by hardware like past devices. We have some cool features planned in 2012. I can tell you we didn’t forget about the Android device guys or GM enthusiasts. They should look for a Droid version of iTSX in the near future with GM support around the same time.” Technology in tuning has definitely come a long way in recent years and the iTSX is currently at the forefront of the market.

Before if you wanted a V-series front, it only came in black. Now, Weld is offering the V Series polished as well for the spindle or lug bolt patterns

Weld Racing Wheels has been making a big push on their street tire line as of recent, but got back to their roots for their new racing wheels they released at SEMA. First up is Weld’s new Sportsman Drag Series wheel. The cost savings comes with Weld’s welded modular construction versus the typical bolt together style found in the Pro Drag Series. “This is a way for people to get Pro Series wheel technology for a budget price,” said Gregory Smith of Weld Wheels.

The Sportman wheels come in a double bead-loc or non bead-loc with knurled ends. The knurling on the back end of the wheel eliminates the need for rim screws. The bead-locs are available in a variety of color combinations – silver or black centers and black or gold bead-loc plates.

Also for you higher offset wheel guys, like F-body Camaros and S197 Mustangs, Weld now has a single bead-loc wheel for you. Typically anything higher than a 4.5-inch back space on a 15×10 rim leaves no room for an inside bead-loc, but Weld’s 15×10 7.5-inch back spacing utilizes a single outer bead-loc along with Weld’s knurling technology on the inside of the rim to eliminate the need for an inside lock!

The DiabloSport Trinity is a one part number fits all device. Basically what that means is that the Trinity contains a large variety of tune files inside the device, so it can program many different types of vehicles. This is good for enthusiasts since they don’t have to stock multiple Trinity parts for every make, model, and year of vehicle. Plus, the Trinity can store up to 5 custom tune files, so that means if you have some racing tunes as well as street tunes, you can store them all. This is an upgrade from the Predator’s capability to store 3 custom tunes.

The Trinity also carries many popular options like full gauge monitoring for all available sensors, diagnostic code reader, and even a virtual drag strip. Another big plus for you 2011+ Mustang owners that have factory wideband oxygen sensors, the Trinity has the ability to display the sensors as real time air/fuel ratio gauges, saving you from having to buy an expensive aftermarket counterpart!

Still due to replace the Predator is DiabloSport’s inTune. This next generation tuner features a full touch screen and easy to use menus to make tuning your vehicle easy. Best of all, this tuner will work with any DiabloSport supported vehicle, so no more throwing away your old tuner when you change cars. It is designed for both the first-time custom tune user as well as the seasoned tuner in mind. You also get data logging and the ability for custom tuning if you out-grow the supplied tunes.

• Powered by dual 32 bit CPUs and contains over 1GB of internal memory
• One part number for all applications
• OEM level scan tool
• Smaller than the average cell phone
• USB connectivity
• High resolution color touch screen
• Free online updates and tech support for the life of the product
• Two Analog inputs
• Supports custom tuning
• Datalogging

]]>http://www.lsxmag.com/features/sema-coverage/sema-2011-diablosport-intune-and-trinity-touch-screen-programmer/feed/0http://www.lsxmag.com/image/2011/11/IMG_6453-400x266.jpghttp://www.lsxmag.com/image/2011/11/IMG_6445-300x200.jpgSEMA 2011: All Stainless Late-Model Kits and New Outlaw Serieshttp://www.lsxmag.com/features/sema-coverage/sema-2011-all-stainless-late-model-kits-and-new-outlaw-series/?utm_source=rss&utm_medium=rss&utm_campaign=sema-2011-all-stainless-late-model-kits-and-new-outlaw-series
http://www.lsxmag.com/features/sema-coverage/sema-2011-all-stainless-late-model-kits-and-new-outlaw-series/#commentsTue, 08 Nov 2011 02:01:43 +0000Mark Gearharthttp://www.lsxtv.com/news/sema-2011-all-stainless-late-model-kits-and-new-outlaw-series/For the enthusiast who wants to be heard, Flowmaster introduces the Outlaw Axle-back exhaust system for popular late-model muscle car applications. This Outlaw Axle-back system is the most aggressive sounding system to date, even louder than the American Thunder series. Featuring Flowmaster’s race-proven Outlaw mufflers, this bolt-on system gives a deep aggressive exterior sound with an aggressive interior tone as well. The Outlaw mufflers are finished with polished T304 stainless steel and embossed 4-inch diameter tips. They are all manufactured in the USA from 16-gauge 409S stainless steel, this exhaust system comes complete with detailed step-by-step installation instructions and Flowmaster’s limited lifetime warranty.

In addition to Flowmaster’s new stainless Outlaw kits, they have also stepped up and converted their entire line of late-model muscle car exhaust over the 409S stainless steel. This includes the moderate tone of the Hushpower Pro Series muffler, which delivers dyno tested horsepower and torque improvements across the board. Outside of mufflers most cat-backs sport a full 3-inch, mandrel bent stainless steel construction with a Scavenger X-pipe assembly for mid-range torque improvement and a pair of Hushpower Pro Series mufflers, or the alternative sound of the Flowmaster chambered design like that of the American Thunder.

The Infinity has the ability to process 400,000,000 thoughts per second. By comparison, the fastest OEM ECUs are reportedly capable of only 125,000,000 thoughts per second with an average aftermarket ECU only capable of 50,000,000.

When it comes to monitoring and tuning high performance vehicles, you can never have enough sensors to ensure that every aspect of an engine is performing perfectly. AEM Electronics is one of those companies that have been making standalones for over a decade, and they just released their baddest EMS ever – the Infinity-10.

At the heart of the Infinity-10 EMS are two powerful processors, with the primary MCU being a 200 MHz 32 bit piece and a 32 bit floating point with a math co-processor that helps translate the millions of instructions per second.

The Infinity user interface is custom made and was designed from the ground up. It has been optimized for speed and performance with super high resolution 3D graphics, and features user-selectable control types for custom layouts. Though if you adjust a tune that might be questionable, the Infinity has the ability to model and calculate your engine’s requirements in real time, letting you know if a potential problem is going to be created from erroneous adjustments.

Additionally, the EMS has no practical tooth resolution limit for determining ignition timing and continuously calculates engine acceleration in between the teeth’s edges to predict accurate firing locations, even under high compression cranking and acceleration rates. It can even adjust timing based on knock with its dual knock signal circuits built directly into the Infinity EMS.